
![]() |
||
|
All Time Locomotive Roster. 1853 - 1976 ![]() Compiling an "all time roster" for many railroads is virtually impossible, especially large railroads that began in the mid-19th century and lasted well into the 20th Century..the records going all the way back "to the beginning of time" might not exist, or the roster data is simply too large to find and organize. (Such as the New York Central for example.) For many years I thought the same fate must befall the LV..No one could possibly know the *full* LV roster? could they? the full set of data probably doesn't even exist, or if it does, it is not complete in one list, but instead scattered in small bits and pieces in historical societies and college file cabinets all over the USA. An LV "all time" roster has been attempted once before, published in "Bulletin No. 126, Lehigh Valley Issue" by the Railway and Locomotive Historical Society in April 1972. That LV roster list is sometimes said to be complete for all locomotives except the U23B's, (which arrived after it was published) However, while the authors might have thought they had a complete roster based on all the data they could find in 1972, it turns out they were missing a lot of data. That 1972 "Bulletin No. 126" roster lists a total of 133 LV steam locomotives before 1905, while the number on this roster is 1,123 locomotives before 1905.2 In 2009 I recieved an email from Mr. Allan Stanley, who has gathered an extensive roster list of many different railroads over the years. Allan sent me an excel file listing nearly every LV steam locomotive! The list was originally compiled by Gene Connelly. Allan gave me permission to use the list as the beginning of this webpage..Thank you Allan and Gene! Other primary sources for the steam roster include an amazing 97 page list, an actual LVRR document, that chronicles the 1905 renumbering, what locomotives were renumbered, old and new numbers, etc, and it was also updated as new locomotives came along. It is essentially the LV's own record of its steam locomotive roster from 1905 to the end of steam in 1951! an amazing resource.. This list was shared by John Wilkes Rendle for this project, (yes, he is named after the LV passenger train! :) and it is from the collection of his father, Wade F. "Spike" Rendle. Wade was a LV employee, and saved the list from the Sayre Shops when the shops closed down. Thank you Wade and John! Diesel roster information for the LV has been much better known, and the sources for the full Diesel roster data can be found at the bottom of this page. For diesels that existed in 1976, this page will simply list where the locomotives went on April 1, 1976 (Conrail, D&H, etc) However this page wont go into great detail about the locomotives individual histories from 1976 to the present. For that data, please see the Lehigh Valley Railroad Survivors page. Errors likely exist in this roster, it's inevitable..as errors are found, I will gladly correct and update this roster, so as always, comments and corrections are welcome! email link is at the bottom of this page. With that, I give you The All-Time Locomotive Roster of the Lehigh Valley Railroad!, compiled by locomotive type, and in rough consecutive order. thank you, Scot Lawrence, Sayre PA, Waverly NY & Rochester NY. (born in Sayre! :) proud to be a Valley native.) |
||
| ................... |
|
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
Click links in the table below to go straight to that section. then at the bottom of each locomotive section is a link to return here.
Or you can keep scrolling down to read the page "in order" |
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| ................... |
|
||
|
The original Gene Connely excel file2 was arranged so that every *road number* had its own row in the file. However, in the early days of the LV, locomotives were renumbered several times..it was not uncommon for one individual locomotive to have two, three, even four different road numbers during its career with the LV. While this is a great way to record all the data in one large excel file, when the chart was sorted by road number, multiple entries for the same locomotive could be hundreds of rows apart! this could be confusing, because the same locomotive is listed multiple times in the chart, but not in the same place in the chart..but if I sort by builders number, the multiple rows for one locomotive come together, like this: ![]() Notice that there are 6 rows of data..but those 6 rows are only two individual locomotives! Two Baldwin 4-8-0's built in 1888, builder numbers 9036 and 9037. They were originally LV road numbers 601 and 602, renumbured to 487 and 488 in 1891, then renumbured again to 60 and 61 in 1905. A main goal for this webpage was to reduce those lines of data so that each locomotive has ONE and only one row on this roster, so that each locomotive is represented only once. But I also want to retain all the renumbering data. How to record the renumberings? at first I thought it seemed logical to record the "first" and "original" number in the "road number" column (2nd column on this webpage)..but after some thought, I decided recording the "last" and "final" number in that space made more sense..because the 1905 renumbering was the "main" renumbering event for locomotives that existed during the 1905 transition, (and it was the numbering system used until the end of the LV steam era in the early 1950's)..the 1905 number was often the final number for that locomotive, and its the number that most people "recognize" that locomotive by..it's the number many steam locomotives carried to the end of their career in the 1930's, 40's and 50's. Therefore that number (for locomotives that existed on the roster during that 1905 transition) will have the 1905 number recorded as the "main" number in the 2nd column, and the full number sequence will go in the "notes" column. The quickest and easiest way to find a particular locomotive on this webpage is to simply do a search for it by hitting "ctrl-F" and entering the locomotive number or name. The road numbers are a bit jumbled early-on, but the LV got more organized after 1905, and especially into the mid-20th Century, and as a consequence this roster page also gets more organized and easier to follow as time progresses. Concerning the very last column, with the dim grey numbers..these are consecutive numbers from 1 to 2,209 running down the entire length of the roster..these are *not* the exact consecutive number that a specific locomotive arrived on the LV roster! (that information would probably be truly impossible to work out!) instead they are merely numbers to record the total number of LV locomotives that existed..Also, this page is organized by wheel arrangement and locomotive type..simply because I felt that made the most sense for organizing the data..but, for example, many 2-8-0's were built and delivered over many years, and other wheel arrangements were also introduced during those same years..So this webpage is arranged in the approximate order a wheel arrangement (or diesel model) was first introduced..but it is in no way exactly consecutive by individual locomotive..hope that makes sense! some definition of terms, example: nee Beaver Meadow RR No. 7 - to LV 6 - ren'71 201 - scr'77 nee = original owner and number. ren '71 201 = renumbered in '71 to number 201 scr '77 = scrapped in '77. reb '78 = rebuilt '78 (there is little danger in confusing 1871 with 1971, the locomotive will make it obvious which century is indicated..However I will probably type in all the 18xx and 19xx full years anyway, just for future clarity.) When you see a "W" after the wheel arrangement, such as "4-4-0W", the "W" stands for "Wootten"..as in "Wootten Firebox"..and the "W" also indicates the locomotive was a Camelback, or "Mother Hubbard" type, with the cab straddling the middle of the boiler. |
||
| ................... |
|
||
| Early numbering of LVRR
Locomotives: During the early years of the LV, the railroad's managers adopted a simple numbering scheme, which many railroads of the time used: Simply number locomotives in consecutive order, as they arrive, regardless of locomotive wheel arrangement, size or use! Locomotives were *mostly* numbered this way for several decades, with some gaps in the sequence, and numbers were also re-used as older locomotives were retired. The LV began operations in 1853, records indicate the LV possibly used only one locomotive during those first few years of construction, the Beaver Meadow Railroad's "Hornet" #7.2 There might have been other locomotives leased for construction, but if so, they have not been recorded. It is known the "Hornet" became LV #6 in 1855.2 The LV's First Eight locomotives, in 1855, looked like this: LV No. 1 0-8-0 Baldwin 1855 "James M. Porter" LV No. 2 0-8-0 Baldwin 1855 "Asa Packer" LV No. 3 4-6-0 Norris 1855 "Henry King" LV No. 4 4-6-0 Norris 1855 "Robert H. Sayre" LV No. 5 4-4-0 Norris 1855 "Delaware" LV No. 6 4-4-0 P&R 1848 "Hornet" - the former Beaver Meadow #7. LV No. 7 4-4-0 Norris 1855 "Atlantic" LV No. 8 4-4-0 Norris 1855 "Pacific" All were built new for the LV in 1855 except for No. 6, who was seven years old in 1855. As you can see, the numbers are simply "in order" with no regard for wheel arrangement. Many railroads did this early-on, and in these early days, there was not yet any real need for classifications by wheel arrangement..that would come later. Numbers 9,10,11 & 12 arrived the following year in 1856, then, for reasons unknown, the LV began a "100 series" 3-digit numbering scheme in 1856, (only the second year of the LV's existence) starting with locomotives 101, 102 and 105..all 4-4-0's..but what about 103 and 104? they didn't arrive until 1857 and 1870! even so, did the LV perhaps mean the "100 series" to be all one wheel arrangement? only 4-4-0's perhaps? no, because 108-112 were 0-6-0's new in 1861 and 1862, then number 113 was a 4-6-0, followed by number 114, another 0-6-0...meanwhile, 2-digit locomotive numbers continued to be assigned as well..Locomotive numbers from 1 to 99 were filled in through the 1850's and 1860's, of 0-6-0, 0-8-0, 4-4-0, 4-6-0, 2-6-0, and 2-8-0 wheel arrangements. So there was no real rhyme or reason to LV numbering practice through the 1850's and 1860's, other than mostly numbering in order as new locomotives arrived, from 1 to 99 from 1855 through the 1860's, and from 101 and up, starting in 1856 through the 1860's.. Also during this era, the LV was buying locomotives from many different builders, and the railroads own shops were also building locomotives essentially independently of each other..there was not yet any "system wide" standardization..that would not come until 1905. This system of consecutive numbering continued mostly intact, with little regard for wheel arrangement, starting in the 1850's and continuing through the 1890's as locomotives filled out the 100, 200, 300, 400 number series, continuing up to the 800 series by 1899! By the end of 1905, approximately the first half-century of the railroad's existence, the LV had acquired over 1,150 locomotives!2 (although obviously many had been retired by 1905) The LV's annual report of 1905 lists the active roster at 747 locomotives on June 30, 1905. There were several renumbering episodes during the 1870's and 1880's, in an effort to better organize the roster..but it wasnt until 1905 that a major system-wide locomotive policy was put in place, with renumbering of nearly all locomotives, the creation of classes based on wheel arrangement, and the adoption of a future motive power policy based on only four locomotive types. A section about the 1905 renumbering is below. |
||
| ................... |

|
4-4-0 American Built 1848 - 1895 Rostered 1853 - 1929 ![]() LV No. 5 the "Delaware" - 1855 Photographer unknown. ![]() "Evangeline" - Built by LV Delano shops, 1871. Photographer unknown. Later rebuilt into inspection locomotive No. 6 ![]() LV No. 104 the "W.H. Sayre" - 1876 LVRR Photo ![]() LV No. 659 - 1895 Baldwin Builders photo - 1896 The very first locomotive owned by the LVRR is sometimes said to be the "Delaware", a 4-4-0 locomotive built by the Richard Norris & Sons company in Philadelphia in 1855. (several locomotives were purchased in 1855, these are believed to be the first new LV locomotives, see above for more detail on the first LV locomotives of 1855.) The "Delaware" may well be the first new locomotive purchased by the LV, but the LV technically came into existance, with the name "Lehigh Valley Railroad" in 1853, and records indicate they had at least one locomotive on the roster in 1853 as construction began, before the "Delaware" arrived 2 years later. The first true "Lehigh Valley Railroad Locomotive Number 1" was 0-8-0 Number 1, purchased new in 1855. although this #1 probably wasn't technically the "first LV locomotive", it was simply the first number 1. A total of 182 4-4-0 locomotives are known to have been on the LV roster. 178 built new as 4-4-0's, plus three ten-wheelers that were rebuilt as 4-4-0's.2 and one mogul that was rebuilt as a 4-4-0.2 (listed under the ten-wheeler and mogul sections) As a type, they served 81 years on the roster. The first was built in 1848 (and was on the first LV roster in 1853), the last were built in 1895. The last five were 4-4-0 Camelbacks, and being the most modern passenger power in early 1896, pulled the Black Diamond Express in the first few weeks of the trains existence, until the first Atlantics arrived later that year to bump them from the train. 97 4-4-0's were still on the roster in 1905, and received new 4-digit numbers during the 1905 renumbering. and the last recorded scrapping of 4-4-0's was in 1929, when numbers 2642 and 2707 were scrapped. Scroll for the entire 4-4-0
Roster:
![]()
|
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||

|
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
0-8-0 Switcher Built 1855 - 1916 Rostered 1855 - 1951 ![]() LV No. 120 - "Jupiter" - built 1870 - LV Hazleton shops. Photographer unknown. ![]() LV No. 3066 - built 1908 - Alco Photographer unknown. ![]()
LV No. 3185 - built 1912 as a 2-8-0 at LV
Sayre shops,
Photographer unknown.
(originally 2-8-0 No. 920) rebuilt as an 0-8-0 in 1924 at Sayre. I
am placing the 0-8-0's in the second spot on
this roster, after the 4-4-0's, because
4-4-0's were used in the construction of the
LV between 1853 and 1855, and it is likely
only 4-4-0's saw use on LV rails during
those first two years. The LV ordered its
first brand-new locomotives in 1855 (the
first 8 locomotives on the roster are
discussed above) and the first three wheel
arrangements were 4-4-0, 0-8-0 and 4-6-0.
It was an 0-8-0 that holds the distinction of being the very first Lehigh Valley locomotive Number 1, which was part of the very first LV roster in 1855. The earliest 0-8-0's might have been used more as road units, not necessarily switchers. Although the vast majority of 0-8-0's overall were switchers. A total of 107 0-8-0's were built new for (or by) the LV as 0-8-0's. Another 36 0-8-0's were built from older 2-8-0's: 2-8-0 Consolidations number 900 to 934 (and 957), built in Sayre between 1909 and 1913, were rebuilt as 0-8-0 switchers, number 3176 - 3210, at Sayre between 1924 and 1929.2 (these 2-8-0's converted to 0-8-0's are listed in the 2-8-0 section) Making a total of 143 0-8-0's on the LV roster between 1855 and 1951. Scroll
for the entire 0-8-0 Roster:
![]()
See the Consolidation section
below for the 36 ??-class 0-8-0's, number 3176
- 3210,
that were built from older
2-8-0's
|
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| ................... |

|
4-6-0 Ten-Wheeler
Built 1855 - 1918
Rostered 1855 - 1951 ![]() LV No. 61 - "Towanda" - built 1866 - McKay & Aldus. Photographer unknown. ![]() LV No. 158 - "Pittston" - built 1870 - Mason Machine Works. Mason photo. ![]() LV No. 1623 - built 1905 - Alco Photographer unknown. ![]() LV No. 1805 - built 1911 - LV Sayre Shops. Photographer unknown. ![]() LV No. 1140 - built 1917 - LV Sayre Shops. Photographer unknown. ![]() LV No. 1150 - built 1917 - LV Sayre Shops. Photographer unknown. The LV 4-6-0 "Ten Wheelers"
were the third (and final) class of
locomotives that were on the original
roster
of
1855. They were a *very* successful wheel
arrangement, being used in great numbers
throughout the entire steam era.
Ten-Wheelers are often considered a
"freight" wheel arrangement, but in
reality they were very often "dual
service" locomotives, being used for both
freight and passenger service. Many of the
early to middle-era LV Ten-wheelers were
designed and used as dual-purpose
locomotives, while the last and most
modern of the type were "freight only."
Initally the ten-wheelers were "full size" heavy freight haulers, or state of the art passenger locomotives.. But as locomotive evolution continued into the 20th Century, the ten-wheeler type evolved into "lighter duty" smaller locomotives, as larger and more powerful Mikados, Pacifics and Wyomings took over the priority trains. The most famous LV Ten-Wheelers are the last group, the J-25 class "eleven hundreds". They were a group of thirty five 4-6-0's developed and built by the LV at Sayre in 1917 and 1918, that were designed to be the "branch line" locomotives for the upstate NY Auburn Division lines, and power for the smaller "local" trains around the system. These locomotives were used right up to the end of steam on the LV, and could be considered the steam equilivant of the "branchline" Alco RS2's and RS3's that took over for them. Not glamorous "mainline" power, but classic LV power nonetheless. 528 4-6-0 Ten Wheelers were on the LV roster built new as 4-6-0's, plus an 0-6-0 and a 2-6-0 that were rebuilt as 4-6-0's, making a grand total of 530 total Ten-Wheelers on the LV roster, the largest single wheel arrangement type on the LV. The Ten Wheelers and the 0-8-0's were the only two wheel arrangement that served during the entire steam era on the LV, both being used for nearly a Century! 96 years, from the start of the LV in 1855, to the end of steam in 1951. Three 4-6-0's were rebuilt into 0-6-0's.2 Two 4-6-0's were rebuilt into 2-6-0's.2 Four 4-6-0's were rebuilt into 4-4-0's.2 (When locomotives were rebuilt and served on the LV with different wheel arrangments, they are listed in this roster under the heading of their original wheel arrangement.) Scroll
for
the
entire
4-6-0
Roster:
![]()
|
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| ................... |

|
||||||||||||||||||||||||||
|
0-4-0 Switcher Built 1857 - 1906 Rostered 1857 - 1939 ![]()
Bud
Laws
collection,
from
North
East
Rails - used with permission, thanks!
0-4-0
Switchers were very uncommon on the LV. The
LV, being primarily in the business of
hauling heavy loads of coal, had little use
for such small switchers. Only two were ever
on the roster, the least common of the
"regular" wheel arrangements.
No. 3500 was known to have been used at the LV's Bronx Terminal.
|
||||||||||||||||||||||||||

|
0-6-0 Switcher Built 1859 - 1914 Rostered 1859 - 1951 ![]() LV 22 - LV's first 0-6-0 - built by Mason - 1859 Photographer unknown. ![]() LV No. 432 - "Potter" - built 1884 - LV Hazleton shops Photographer unknown. ![]() LV No. 3359 - built 1892 - Baldwin Photographer unknown. ![]() LV No. 3253 - built 1876 - LV Hazleton shops. Photographer unknown. rebuilt 1911 at Sayre ![]() LV No. 3438 - built 1913 - LV Sayre Shops. Photographer unknown. 0-6-0
Switchers were the smallest switchers in
common use on the LV.
One hundred eleven 0-6-0's existed, built new as 0-6-0's, plus three 4-6-0's rebuilt into 0-6-0's.2 Making 114 total 0-6-0's on the LV roster, slightly less than the 143 0-8-0's. Scroll
for the entire 0-6-0 Roster:
![]()
|
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||

|
||||||||||||||||||
|
2-2-0 "Planet" type
Built 1862 Rostered 1862 - 18?? ![]() LV
No. 24 - "Lilliput" - built 1862 - Mason
Machine Works
Only
one 2-2-0 is recorded on the LV roster, the
LV's "Lilliput" built by Mason in 1862. The
Lilliput is said to have been rebuilt
as a 4-2-4T, there are no known photos of
her in that configuration. (The only other
4-2-4T on the LV roster was "Dorothy")
Could the "Lilliput" have been rebuilt into "Dorothy"? it's possible! Dorothy was built in 1884 at the Wilkes Barre shops, and Lilliput is indicated as "scrapped about 1885", so the dates are interesting. Also, there is the notation that the Lilliput was rebuilt into a 4-2-4T.2 And, the drivers of Lilliput and Dorothy appear to be identical! and the smokebox (front of the boiler) looks very similar. It has been assumed that Dorothy was built from scratch, but its possible that the Lilliput gave her drivers and boiler to Dorothy! This is however merely speculation at this point, but its an interesting theory! (click here for Dorothy)
|
||||||||||||||||||
| . |

|
2-6-0 Mogul
Built 1864 - 1894 Rostered 1864 - 1930 ![]() Southern Central Railroad No. 65 - Built by Rogers, 1878 - Later LV No. 478 ![]() LV 87, the "Little Giant", built by Baldwin in 1868. 2-6-0
Moguls
were quite uncommon on the LV. Probably like
the 0-4-0 switchers, the Moguls were simply
too small and light to be very useful to an
Anthracite hauler. Only seven moguls were
purchased new by the LV, the rest came from
LV predecessor roads Lehigh & Mahoney,
Southern
Central, Geneva Ithaca & Sayre, Elmira
Cortland & Northern, and Delaware
Susquehanna and Schuylkill. A total of
41 moguls were on the LV roster.
Scroll
for the entire 2-6-0 Roster:
![]()
|
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| ..... |

|
2-8-0 Consolidation
Built
1866 - 1913
Rostered
1866 - 1951
![]() LV No. 63 - The "Consolidation" - built by Baldwin, 1866 Baldwin Locomotive Works builders photo.
![]() Illustration of the Consolidation by William Wright. From his book "Development of the Locomotive", published in 1925. ![]() LV No. 63 - The "Consolidation" - built by Baldwin, 1866 This is the 2nd Baldwin Locomotive Works builders photo. (the first is at the top of this section.) ![]() LV No. 63 - The "Consolidation" (same locomotive as the original "Consolidation") Built by Baldwin, 1866. Photo shows No. 63 after being rebuilt; new boiler, new cab, and other upgrades. Date unknown, but probably 1890's. ![]() LV No. 310 - The "United States" - built by Baldwin, 1876
![]() Joseph A. Smith collection, from North East Rails - used with permission, thanks! LV No. 706 - built by Baldwin, 1899. No. 706 was the last Consolidation on the LV roster, she operated up to 1950 and was scrapped in 1951. Click here for a video! ![]() LV No. 911 - built by LV Sayre Shops, 1910 Photographer unknown. (number 911 is two years younger than sister 929 (below) but the photo of 911 is taken years after the photo of 929) ![]() LV No. 929 - built by LV Sayre Shops, 1912. Photographer unknown. (shown in "as built" configuration) No's 911 and 929 were members of the last class of Consolidations on the LV, and many of this class were rebuilt into 0-8-0 switchers at Sayre between 1924 and 1929.2 No. 929 was rebuilt as 0-8-0 No. 3200 in 1927.2 Scroll for the entire 2-8-0
Roster:
![]()
|
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| . |

|
|||||||||||||||||||||||
|
2-10-0 Decapod Built 1867 Rostered 1867 - 1883 The
Lehigh
Valley is credited with inventing four major
wheel arrangements: the 2-8-0 Consolidation,
the 2-10-0 Decapod, the 2-8-2 Mikado, and the 4-6-2 Pacific. Here is the second of the four, the 2-10-0 Decapod. After receiving the first Consolidation in 1866, and having it be hugely successful, the designer of the Consolidation, Master mechanic Alexander Mitchell, continued to experiment, and drew up plans that added one set of drivers to the 2-8-0 to create the first 2-10-0 Decapods. "Faced with the problem of negotiating the formidable grades on Mahanoy Mountain, Mitchell set out to design a locomotive capable of wrestling heavy trainloads over the Mahanoy branch. The result was a 2-8-0 wheel arrangement assembled by a dubious Matthias Baldwin according to Mitchell's plans. Turned out by the Baldwin works in 1866, the new locomotive was the first 2-8-0 built for road service, the progenitor of what would become a widely adopted freight hauling type on the LV and other roads. Named CONSOLIDATION, purportedly to commemorate the recent merger, the new 2-8-0 proved so successful in overcoming mountain grades that 14 more locomotives of the same type were added to the LV roster by Baldwin between 1867 and 1872. Seeking other novel motive power types for mountain road service, Mitchell drew up specifications for two 2-10-0's which were built in 1867 by Norris Brothers of Lancaster, Pa. Laying claim to the first locomotives built to the 2-10-0 design, the two Decapods ANT and BEE were something less than successful in service. Tight curves were more than a match for their long, rigid wheelbases, and they were subsequently rebuilt, the BEE as a 2-8-2 and the ANT as a 4-8-0." 3 While the LV invented the Decapod, they found the long wheelbase was not suitable for their twisting mountain routes, and the LV never rostered any others after the first two..the Decapod type however went on to become a popular wheel arrangement on other railroads, notably the PRR, who rostered nearly 600 of the type. The world's first Decapods, the Lehigh Valley's ANT and BEE: ![]() LV No. 81 - the "ANT" - built by Norris, 1867 ![]() LV No. 82 - the "BEE" -
built by Norris, 1867
The ANT was rebuilt
in 1880 as a 4-8-0 at Weatherly, was
still around in 1905 to become
ten-wheeler number 90, and was finally
scrapped in 1912.2
The BEE was rebuilt in 1883 as the world's first 2-8-2, then rebuilt again in 1889 as a 2-8-0w, and was off the roster by 1892.2
|
|||||||||||||||||||||||
| ................... |

|
||||||||||||||||||
|
2-2-2
Single
Built 1870 Rostered 1870 - 18?? One of
the earliest "Inspection engines" or
"Superintendents engine" was the Lehigh
Valley's "Cricket" of 1870. Built at the
LV's shops in Hazleton PA.
![]() The only known
photo of the LV's "Cricket", built at the LV's
Hazleton shops, 1870.
Not much is known about the Cricket, other than she existed. It is not known how long she served with the LV. There is an interesting twist to her story however, because she appears to have a sister, which is today the only surviving example of the "Inspection Engine" type, the Reading Railroad's "Black Diamond", which is today preserved in St. Louis, and was cosmetically restored in 2014. ![]() 1947, Reading PA,
photographer unknown.
The two locomotives are remarkably similar! So similar in fact, that it seems unlikely their similarity could be pure coincidence..It seems likely that the earlier "Cricket" must have been an influence on the later "Black Diamond" somehow..but how? We do know that the build dates for both locomotives are correct. The Cricket was built in 1870, and the Black Diamond was built Nineteen years later in 1889. The LV Annual Report of 1870 specifically mentions the Cricket, and a letter from the Baldwin Company in 1949 confirms the 1889 build date for the "Black Diamond". Knowing the dates are correct, what could explain the similarity between the two locomotives? some possibilities: 1. It's just pure coincidence. that seems unlikely. 2. The Reading and the LV had a close relationship during this era. The Reading likely knew of the existance of the Cricket. Perhaps when they ordered the "Black Diamond" from Baldwin, they sent a photo, or plans, of the earlier Cricket to Baldwin to be used a guide. "Build us one like this." That's possible, but also seems unlikely, because "Inspection engine" technology had evolved a lot in the almost 20 years between the Cricket and the Black Diamond. much larger and fancier engines were being built by 1889. (The LV's "Dorothy" was built in 1884) Baldwin certaintly didnt "need" any plans to build a new inspection engine, and why would the Reading request something so "primitive" by 1889 standards? 3. A very interesting theory...Is it possible that the "Black Diamond" is in fact the "Cricket" reincarnated?! Clearly the running gear is different, Baldwin would have added all-new working equipment: boiler, wheels, drivers, etc. Also the roof is clearly different. But perhaps the main "body" of the Black Diamond, the "coach" shell, is actually the body of the Cricket? It's entirely possible! and it's really the only thing that fully explains the remarkable similarity between the two locomotives. If this was true, Baldwin could legitimately consider the "Black Diamond" an all-new locomotive from their perspective, which they did. (they gave it a Baldwin build number). Which would make sense, as the entire "working" portion of the locomotive would have been a completely new locomotive, built new by Baldwin in 1889. And if this was true, it would not really be accurate to say the Cricket and the Black Diamond are "the same locomotive"..It would only be the coach "shell" that they have in common. But its an interesting possibility! The LV
had a total of seven "inspection engines"
alltogether, although not all operated at
the same time. More details on the rest of
them can be found in the section for the
inspection engines, below.
|
||||||||||||||||||
| ................... |


|
||||||||||||||||||
|
2-4-0T
Built 1871 Rostered 1871 - 18?? ![]() Baldwin Builders photo, 1871.
Only
one 2-4-0 was ever rostered by the LV. The
little tank engine was built by Baldwin in
1871 for the Ithaca & Athens Railroad.
The Locomotive then became Geneva Ithaca
& Sayre No. 5 when the I&A became
part of the GI&S in 1876. Then, after
a few more name changes, the locomotive
finally became LV No. 528 in 1889.
|
||||||||||||||||||
| ................... |

|
4-8-0
Mastodon
Built 1872 - 1892 Rostered 1872 - 1917 ![]() LV No. 20, "Champion", built by the LV's Weatherly Shops in 1880. ![]() LV No. 379, "Cheyenne", built by the LV's Weatherly Shops in 1882. ![]() LV No. 50, built by Baldwin in 1887. Photo is after 1905. Photographer unknown. The 4-8-0 Mastodon type was a
relatively uncommon heavy freight hauler on
the LV. Only sixty 4-8-0's were rostered by
the LV (compared to 308 2-8-0's, and 530
4-6-0's!) Most were built by the LV's home
shops, and some were built by Baldwin. They
were all built during a 20 year span, 1872
to 1892, and most were still around to be
assigned to the O-class in 1905. They were
gradually phased out during the first two
decades of the 20th century, the last few
surviving up to 1917.
The first 4-8-0 ever built is believed to be the "Centipede", built by Ross Winans for the B&O in 1855. The LV began building them in 1872, and had twenty on the roster by 1882, a decade later. Some on-line sources say the first 4-8-0 was the "Mastodon" built for the Central Pacific in 1882, other sources say the Mastodon was the first "successful" 4-8-0.. both are incorrect! the first 4-8-0 was built three decades before the "Mastodon" existed, and the LV was building them a decade earlier, and they were performing just fine. The Central Pacific's "Mastodon" of 1882 was simply the locomotive that gave the "Mastodon" name to the 4-8-0 type, even though many successful 4-8-0's existed before it. Before 1882, the 4-8-0 type was simply called the "Twelve Wheeler" type, since it evolved from the 4-6-0, which was already called the "Ten Wheeler"..Sometime after 1882 the 4-8-0 type name evolved from "Twelve Wheeler" to "Mastodon". Scroll
for the entire 4-8-0 Roster:
![]()
|
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| ................... |

|
||||||||||||||||||
|
Built 1873 Rostered 1873 - 18?? ![]() Mason Machine Works builders photo, 1873. ![]() The "Shoo Fly" in later service with the LV.
The LV was a definate fan of the quality locomotives built built by the Mason Machine Works of Taunton Massachusetts. Over the years the LV rostered several Mason 4-4-0's, over forty 4-6-0 heavy freight haulers, the tiny 2-2-0 "Lilliput", the very unusual "Janus", and finally this one "Mason Bogie" type. The "Shoo Fly" was built for the Utica Ithaca & Elmira railroad in 1873. She was originally intended to be used on a proposed steep hill line that was planned to join downtown Ithaca, NY with the Cornell campus area up on the hillside. This proposed line was never built however. Two years later she got a much larger Mason Bogie sister, the full-size "Leviathan" which was used around Ithaca for a short time, and was intended for a new incarnation of the planned hillside railroad in Ithaca, a cog railway this time, which was planned to run up the steep Cascidilla creek bed in Ithaca, to join downtown Ithaca with the Cornell campus up on the hill. The Leviathan, unlike the Shoo-Fly, was actually delivered with a large geared cog on the middle driver axle for this purpose. However the cog railway was also never built, and the Leviathan was returned to Mason after only a year or so on the UI&E, and it never belonged to the LV. See this page for more infomation on the Leviathan: https://scotlawrence.github.io/leviathan/leviathan.html The smaller "Shoo Fly" remained with the UI&E however, and did join the LV roster when the UI&E was later incorporated into the Geneva Ithaca & Sayre, then finally into the LV system. The "Shoo Fly" got her unusual name from the railroad company rivalry of the time; "It stemmed from the pejorative title of "Shoo Fly Railroad" bestowed upon the UI&E by unappreciative patrons who likened the road's initial service to the pesky insect immortalized in the tune "Shoo fly, dont bother me." While some UI&E managers were annoyed by this nickname, others found it amusing, among them Mr. Cornell and Mr. Burt, who named the little Mason hill climber.9" |
||||||||||||||||||
| ................... |

|
||||||||||||||||||||||||
|
4-2-4T
Inspection Locomotive
"Dorothy" Built 1884 Rostered 1884 - 1934 ![]() LVRR Photo Among LV fans
and historians, one of the best known LV
locomotives is the Inspection engine
"Dorothy". She was built at the LV's Wilkes
Barre PA shops in 1884, and served with the
railroad for 50 years before being retired
then sold, and she nearly survived! she was
"preserved" in a sense, and privately owned,
but in the end she didnt make it, and sadly
is no longer with us today.
A note about Dorothy's origin: Could Dorothy's boiler and drivers/running gear have come from the LV's Mason locomotive "Lilliput"? It's quite plausable! Here is a repeat of the information posted above for "Lilliput": Could the "Lilliput" have been rebuilt into "Dorothy"? it's possible! Dorothy was built in 1884 at the Wilkes Barre shops, and Lilliput is indicated as "scrapped about 1885", so the dates are interesting. Also, there is the notation that the Lilliput was rebuilt into a 4-2-4T.2 And, the drivers of Lilliput and Dorothy appear to be identical! and the smokebox (front of the boiler) looks very similar. It has been assumed that Dorothy was built from scratch, but its possible that the Lilliput gave her drivers and boiler to Dorothy! This is however merely speculation at this point, but its an interesting theory! Click here for the Lilliput.
There are seventeen known photos of "Dorothy", all seventeen are below, along with a timeline of her known history: ![]() LV 300, Wilkes Barre PA, 1884 - Harry Owens collection. used with permission, thanks!
![]() ![]()
![]()
![]() ![]() ![]() ![]() ![]() ![]() ![]() ![]() ![]()
![]() LV Blueprint. ![]() Topps "Rails & Sails" card, 1955. ![]() Dorothy matchbook, 1981. ![]() Charcoal drawing, artist unknown. ![]()
|
||||||||||||||||||||||||
| ................... |
|
||||||||
|
LV
Inspection Locomotives
Built 1870 - 1913 Rostered 1870 - 1934 The LV owned a total of Seven Inspection Locomotives, (also called "Superintendents engines" and "Presidents engines") They were used by Railroad officials to tour the line, and for other official events. The LV's Seven Inspection locomotives were: Cricket, Dorothy (Dorothy was also Number 1 after 1905), then Numbers 2, 3, 4, 5, and 6. Only Cricket and Dorothy were built new as Inspection locomotives, numbers 2, 3, 4, 5 and 6 were rebuilt by the LV from older 4-4-0's. (the full data for each locomotive is elsewhere in this roster, with their respective wheel arrangements.) ![]() Cricket - built
1870, gone by 1891.2
![]()
![]()
![]() Photographer unknown. ![]() Photographer unknown. ![]()
![]()
Here is an interesting
mystery..Why did Inspection locomotives 2,
3, 4, 5, and 6 serve such a short time on
the roster? No. 2 lasted 10 years, built
into Inspection No. 2 in 1906 and was
scrapped in 1916, but numbers 3, 4, 5, and 6
only existed for 2 to 5 years before they
were scrapped!
No. 2 - 1906 to 1916: 10 years of service. No. 3 - 1913 to 1916: 3 years of service. No. 4 - 1913 to 1918: 5 years of service. No. 5 - 1913 to 1915: 2 years of service. No. 6 - 1913 to 1917: 4 years of service. Why would the LV go to the trouble to build four inspection locomotives in 1913 only to scrap them a few short years later? They still had No. 1 (Dorothy) on the roster during this time, and she served until 1934, but it still seems odd to scrap the others so quickly. But there is a likely explanation: World War I. Like the better-known scrap drives of WWII (which claimed the life of Dorothy) there was likely also a need for materials to support the war effort during WWI. Once the war arrived, inspection locomotives would have probably been viewed as an unnecessary "luxury" and were likely scrapped because of the war. Only Dorothy survived WWI, but she would not survive WWII. |
||||||||
| ................... |

|
||||||||||||||||||||||||||
|
2-4-4T
Forney
Built 1892 Rostered 1892 - 18?? ![]() LV No. 610, the "Charles Dorrance" - Baldwin, 1892. The LV owned two 2-4-4T tank engines, identical sisters built by Baldwin in 1892. Locomotives of this type were most often bi-directional commuter locomotives, meant to comfortably operate in either direction without needing to be turned. The full-size headlight on the tender of the 610 in the photo above suggests the LV used these two locomotives in a similar fashion. They were short-lived locomotives on the LV however, serving less than twelve years. No. 610 was reported sold to the "Atlantic Coast Lumber Company" before 1905.2 The fate of 611 is unknown, but she was also not around to recieve a new number in 1905.2
|
||||||||||||||||||||||||||
| ................... |

|
4-4-2
Atlantic
Built
1896 - 1911
Rostered
1896 - 1929![]() Baldwin builders photo, First photo of an LV Atlantic. 1896. When the Black Diamond
Express made its first runs in May of 1896,
it was hauled by the LV's most modern and
capable passenger locomotives, which were
the latest 4-4-0 camelbacks. However the
4-4-0's werent quite up to the task of
keeping the new Flagship train on schedule.
The evolutionary descendant of the 4-4-0
passenger locomotive had recently been
developed, the 4-4-2 Atlantic.
In 1894 the first production 4-4-2's were built by Baldwin for the Atlantic Coast Line Railroad, which gave the name "Atlantic" to the class. The advantage of the 4-4-2 over the 4-4-0 was that the trailing truck allowed a larger firebox to be placed behind the drivers, rather than between the drivers, which resulted in a larger, faster and more powerful passenger locomotive. (The same 2-wheel trailing truck concept, allowing an enlarged firebox behind the drivers, led to the development of the 2-8-2 from the 2-8-0.) The LV ordered some of the earliest Atlantics, placing an order with Baldwin for five of them in 1896. The new Atlantics, numbers 664 to 668, arrived later in 1896 and immediately became the LV's primary passenger locomotives. The LV quickly ordered more, and eventually rostered a total of thirty nine 4-4-2's, which would be the primary passenger power for the decade between 1896 and 1906, eventually being replaced by the 4-6-2 Pacifics. Most
of the LV Atlantics served into the
1920's, the last being scrapped in 1929,
completing three decades as a class on
the LV. The 4-4-2 Atlantics can be
considered the pinnacle of 19th Century
passenger locomotive design, and were
the locomotives that ushered the LV into
the 20th Century.
Scroll
for the entire 4-4-2 Roster: ![]()
LV
664,
Class
F-1.
One
of
the
first
six
LV
Atlantics
of
1896.
Photographer
unknown
![]()
LV
2331,
Class
F-2.
Photographer
unknown
![]() LV 681, Class F-3. Baldwin Builders photo, 1903. ![]() LV 2411, Class F-3. Alco Builders photo, 1906. ![]() LV 2400, Class F-3, with the Black Diamond Express, Sayre PA. Richard Palmer Collection, used with permission. ![]() LV 2404, Class F-3. Photographer unknown ![]() LV 2413, Class F-3. Photographer unknown ![]() LV 674, Class F-4. Photographer unknown ![]()
LV
2476,
Class
F-6.
Built
by
the
LV
in
Sayre.
Photographer
unknown
![]() LV 2479, Class F-6. The LV's last Atlantic, Built by the LV in Sayre in 1911 Photographer unknown ![]()
|
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| ................... |

|
2-6-2
Prairie
Built
1902 - 1904
Rostered
1902 - 1906![]() LV 791. Baldwin
Builders photo, 1902.
In 1902 the LV ordered ten
2-6-2 Prairie type locomotives from Baldwin,
LV numbers 790 - 799. In 1905 they were
assigned to the K-2 class and renumbured to
2230 - 2239. The 2-wheel front truck
proved troublesome however, and in 1906,
after only two to four years on the roster,
all ten were rebuilt into 4-6-2 Pacifics at
Sayre, remaining in the K-2 class, keeping
numbers 2230 - 2239, and remaining camelbacks. In
1920 seven of the ten were rebuilt again,
into "conventional cab" pacifics this time,
reclassified to class K-3, and given new
numbers 2027-2033. As Pacifics, several of
these locomotives survived until the end of
the steam era.
It was believed that these ten were the only 2-6-2 Camelbacks ever built, however there was at least one more, a locomotive named "Merrimac", built for the Virginia Anthracite Coal and Railway Company. The LV's ten are certaintly the largest order of 2-6-2 camelbacks ever built however, and are likely the only multiple-unit order. Since these locomotives operated as 2-6-2's for only two to four years, (built in 1902, '03 and '04, and all rebuilt into 4-6-2's in 1906) photos of them in their 2-6-2 configuration are very rare! few photos are known. ![]() LV 791, used with permission, photographer unknown. from: https://sites.google.com/site/camelbacksteamlocomotives/ ![]() LV 2230, the original No. 790. This photo can only be from 1905 or early 1906! Because they recieved their new numbers in 1905, and were rebuilt to 4-6-2's in 1906. And
here is LV 794 in her rebuilt 4-6-2
configuration:
![]()
|
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| ................... |

|
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| e the |
2-8-2
Mikado
Built
1903 - 1924
Rostered
1903 - 1951![]() the 2-8-0 Consolidation, the 2-10-0 Decapod, the 2-8-2 Mikado, and the 4-6-2 Pacific. Here is the third of the four, the 2-8-2 Mikado. The world's first 2-8-2 was a modified version of one of the first two 2-10-0 Decopods. The LV's 2-10-0 "Bee" of 1867 was later rebuilt into the first 2-8-2: "Seeking other novel motive power types for mountain road service, Mitchell drew up specifications for two 2-10-0's which were built in 1867 by Norris Brothers of Lancaster, Pa. Laying claim to the first locomotives built to the 2-10-0 design, the two Decapods ANT and BEE were something less than successful in service. Tight curves were more than a match for their long, rigid wheelbases, and they were subsequently rebuilt, the BEE as a 2-8-2 and the ANT as a 4-8-0." 3 Here is the "BEE", originally a 2-10-0, rebuilt as the first 2-8-2: ![]() Like the first 4-6-2 Pacific, (discussed below) this early 2-8-2 didnt immedately catch on, and the wheel arrangement was not seen again for several decades. The name "Mikado" comes from a group of 2-8-2's that Baldwin built for Japan in 1897. The 2-8-2 Mikado, as a modern
"non experimental" type, was the LV's first
new freight locomotive type of the 20th
Century, and it would go on to become the most
numerous steam wheel arrangement on the LV
during the 20th Century. While the 2-8-0
Consolidation could be said to be the LV's
primary freight hauler of the 19th Century,
the 2-8-2 Mikado was the LV's primary freight
hauler of the 20th Century, being used right
up to the end of steam in 1951.
The LV rostered 234 2-8-2's that were built new as 2-8-2's, plus an additional twenty 2-8-2's that were rebuilt from twenty of the LV's seventy six 2-10-2's (listed under the 2-10-2 section, they became N-6 class Mikados 275-294) , making a grand total of 254 2-8-2 Mikados on the LV, the most numerous steam locomotive type on the LV during the 20th Century. The first group of 67 LV Mikados, class N-1, built 1903 to 1907, were camelbacks, the rest were "conventional cab" locomotives. The LV's "Mike" fleet was 75% Baldwin and 25% Alco. ![]()
LV
233,
Class
N-1.
From
the
first
order
of
LV
Mikados
built
in
1903.
Photographer
unknown
(headlight in original "as built" position) ![]() LV 238, Class N-1. From the first order of LV Mikados built in 1903. Photographer unknown (headlight in later modified position.) ![]() LV 238, Class N-1. Alco builders photo, 1907. ![]() LV 278, Class N-6. One of the LV Mikados rebuilt from a 2-10-2. Photographer unknown (Note the dual side-by-side sand domes, a 2-10-2 feature.)
![]() LV 352, Class N-2½. Built by Baldwin in 1913. Photographer unknown ![]() LV 398, Class N-3. Built by Baldwin in 1916. Photographer unknown On display at an "open house" type event in Sayre. ![]() LV 414, Class N-3. Baldwin Builders photo, 1916. ![]() LV 425, Class N-4. Built by Baldwin in 1923. Photographer unknown ![]() LV 444, Class N-5b. Built by Alco in 1924. Photographer unknown Class N-5b was the last and most modern class of Mikados on the LV.
![]() LV 475, Class N-5b. Built by Alco in 1924. Photographer unknown ![]() LV 481, Class N-5b. Built by Alco in 1924. Photographer unknown Scroll for the entire 2-8-2
Roster:
![]()
The LV's Mikados were a very successful class on the LV, being the most numerous 20th Century wheel arrangement, numbering 254 units, and several operated until the very end of steam on the LV. In fact, it was a Mikado that had the dubious honor of being the very last LV steam locomotive in service. After performing her daily tasks on September 14, 1951, LV Mikado number 432 dropped her fire, for the last time, in Delano, PA. She was the very last of 1,848 LV steam locomotives to operate, ending nearly 100 years of steam power on the Lehigh Valley Railroad. Here is that last survivor, Mikado Number 432: ![]() LV 432, Class N-4. Built by Baldwin in 1923. Photographer unknown |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| ................... |

|
|||
|
Sayre Shops Main locomotive "Big Shops" building completed in 1904 Locomotives built there 1904 - 1925 In use by the LV 1904 - 1976 Demolished 1987-1988 ![]() For the
first 20 years of the LV's existance, Sayre
didnt even exist! The LV literally *created* Sayre in
the 1870's, as Sayre grew around the new yards and
shops being built by the LV in Sayre. The LV
originally moved coal east from the eastern
Pennsylvania coal fields to market near New York City.
There was also a huge market for coal in the growing
industrial regions of the Great Lakes, and the LV
began to build north and west to serve this market as
well. LV tracks reached Waverly NY in 1867, to interchange
coal with the Erie railroad, then the LV
completed its mainline to Buffalo in 1896, which
became the western terminus of the railroad.
Before 1904, the LV built locomotives for it's own use at several smaller shops, including Beaver Meadow, Delano, Hazleton, South Easton, Weatherly and Wilkes Barre.. but after 1904 all locomotive building ceased at these shops, and all locomotive construction and heavy repairs and maintenance moved to Sayre. Freight and passenger cars were also built at Sayre. Sayre became the "heart" of the LV, the largest shops and yard on the railroad. At its height the Sayre Shops complex employed xx workers. xxxxxxxxxxxxxx From the 1870's through the turn of the 20th Century in 1900 the Sayre shop complex and yards grew quickly, culminating in 1904 with the completion of the main locomotive construction building, referred to locally as "The Big Shops" building. When the "Big Shops" was completed in 1904, it was the largest building in the world! It did not hold the title for long, it was soon eclipsed by other structures, but it can be said Sayre once held a world record, even if only for a brief time. The building was truly impressive! It was 360 feet wide by 747 feet long, and enclosed an area over six acres! If built full-size in HO scale, the model would be 4x8 feet! ![]() ![]() 1904, the Shops are
completed, and locomotive construction in Sayre
begins.
A few locomotives were built in Sayre prior to the
completion of the main erecting hall in 1904, but the
majority of Sayre-built locomotives were built after
1904. A total of 210 locomotives were built at the
Sayre shops! Designed and built by the LV. Locomotive
types built by the LV at Sayre:![]() In 1904 the magazine "Railway Age" published a six-page article about the LV's new modern shops in Sayre. I have scans of all six pages if anyone would like a copy. ![]() 4-4-0: 4 locomotives. 4-8-0: 1 locomotive 0-6-0: 25 locomotives 0-8-0: 46 locomotives 2-8-0: 36 locomotives 4-6-0: 61 locomotives 4-4-2: 5 locomotives 4-6-2: 32 locomotives And this only includes *new* locomotives built from scratch, many more were rebuilt at Sayre into new and improved models. The last Sayre-built locomotive was 4-6-2 Pacific No. 2089, outshopped in 1925. Some "Sayre Built" motive power: ![]() LV 2-8-0 No. 929 - built by LV Sayre Shops, 1912. Photographer unknown. ![]() LV 0-8-0 No. 3185 - built in Sayre in 1912 as 2-8-0 No. 920 Rebuilt as an 0-8-0 in 1924 at Sayre. Photographer unknown. ![]() LV 0-6-0 No. 3438 - built 1913 - LV Sayre Shops. Photographer unknown. ![]() A rare "LV Builders Photo"! Taken in Sayre, of the LV's first home designed and built 4-6-2, LV No. 2010, built in 1913, First unit of Class K-2½ LVRR Photo, 1913. ![]()
![]() LV 4-6-0 No. 1140.
LV4-6-2 No. 2089, Last locomotive built at the Sayre Shops, 1925. LVRR Photo, 1925. After steam locomotive
construction ceased, the shops continued to serve as
the LV's primary locomotive repair and maintenance
facility, and after the steam era ended in the early
1950's, and the Diesel era began, the shops were
converted to diesel locomotive repair and maintenance.
LV employees worked in the "Big Shops" and the other
buildings throughout the Sayre shops complex, keeping
the LV diesel locomotive fleet maintained and
repaired, right up the last day of LV operations on
March 31, 1976.
After the LV ceased to exist in 1976, Conrail did not use any of the Sayre shop buildings. The shops were used for a time in the late 1970's and early 80's by a company called Anbell, who used the Big Shops for a few years, and refurbished a few old Amtrak passenger cars there, but it was a short-lived operation, and by 1983 the shops were empty and unused. The Big Shops building stood empty for the last few years of its existance. I first picked up a camera and became a railfan in 1983, when I was fourteen, and I was able to take many photos of the building during its last years: ![]() ![]() ![]() ![]() ![]() ![]() ![]() ![]() ![]() ![]() ![]() ![]() ![]() ![]() This is the less commonly seen North Side: ![]() Also the North side: ![]() ![]() ![]() ![]() North-East corner: ![]() Looking south, from a window in the North-East corner. ![]() ![]() ![]() ![]() ![]() ![]() ![]() ![]() In 1987, the LV had
been gone for eleven years. The building was
deteriorating, and no one had any use for it anymore.
So the decision was made to tear it down.
Destruction of the Big Shops started a few days before November 1, 1987. I dont have the exact day, but I arrived either one or two days later. I *think* I arrived the next day..so it probably started October 31, 1987. To begin the demolition process, they took one of the traveling cranes, pushed it all the way back to the rear of the building, atached a cable to it, ran the cable out the *front* of the building, attached a large Mack truck to the other end..got the truck up and running, pulling the traveling crane on its rails along the length of the building.. as the crane built up speed and momentum, it CRASHED through the front of the shops and fell to the ground!! I missed that actual event..I think I read about it in the paper the next day. When I arrived on November 1st, the crane was still sitting there on the ground and no further work had been done yet.. I was 18 when I took these photos, and had graduated from high school a few months before. (WHS class of '87) ![]() ![]() ![]() The famous Sayre walkbridge was also gone, torn down earlier in 1987. I was a member of the Valley Railroad Museum, which was in the Sayre station about 1985 to 1991. ![]() Now it's January 1988, and the building is about half gone. ![]() May of 1988. It's nearly over. ![]() And so ended the 84 year
history of the "Big Shops"
Gone but not forgotten. As I write this in
2015, the LV has been gone nearly 40 years. Conrail
owned the former LV mainline through Sayre (but not
the yard tracks and shop buildings) from 1976 to
1999, and since 1999 Norfolk Southern has owned and
operated the tracks through Sayre. The "Lehigh
Railway", a new shortline that began in 2009,
operates the old LV main between Mehoopany, Towanda
and Athens, interchanging with Norfolk Southern in
Sayre.
Only five LV shop structures remain in the Sayre yard in 2015: The "Hammer Shop" (Later the Assembly hall) The "Freight car repair shop" The "Store house" The "Mill" (building names are from the map in the Archer book) and a 5th building that isn't on the 1904 map in the Archer book..not sure what it was, but it was a LV building. The large blue building that says "GE Railcar" on it isn't a LV building, that was built by GE in the 1980's.. Four companys use the Sayre yard today: Norfolk Southern still owns and uses the mainline tracks along the edge of the yard, some of the yard tracks, and the tracks approaching the yard from all three directions. (Four rail lines once radiated out from the Sayre yard, today it's three.) GE Railcar uses the largest part of the yard, they repair freight cars, and use a lot of the yard for freight car storage as cars are rebuilt. Rynone Industries uses the "Store House"..they make furniture, kitchen cabinets and such. And the "Guthrie-1" medical helicopter has its base where the roundhouse once stood. The Lehigh Railway interchanges with Norfolk Southern south of the Sayre station, and does not enter the main yard complex north of the station. ![]() LVRR, Sayre PA, 1946. Frank Evans collection. Used with permission. |
|||
| ................... |

|
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
4-6-2
Pacific
Built 1905 - 1926 Rostered 1905 - 1951 ![]() As previously discussed, The Lehigh Valley is credited with inventing four major wheel arrangements: the 2-8-0 Consolidation, the 2-10-0 Decapod, the 2-8-2 Mikado, and the 4-6-2 Pacific. Here is the last of the four, the 4-6-2 Pacific. The world's first 4-6-2 Pacific was built by the LV at its Wilkes Barre PA shops in 1886. Named "Duplex" and numbured 444, little is known about its career. Unlike the LV's 2-8-0 Consolidation type of 20 years earlier, the 4-6-2 wheel arrangement didnt become an immediate success, and no duplicates were built of the original 444. The LV would not own another 4-6-2 until 1905, nineteen years later. By that time the modern Pacific had emerged as an essentially upgraded 4-4-2 Atlantic with an extra set of drivers, and had recieved the name "Pacific" after the first "production", non-experimental, 4-6-2's had been built by Baldwin for New Zealand in 1901. ![]() The world's first 4-6-2 Pacific, LV No. 444, Built by the LV's Wilkes Barre shops in 1886. ![]() LV 444, the world's first
4-6-2 Pacific, artist unknown.
The LV's first "standard"
Pacifics began to arrive on the roster in
1905, and quickly began to phase out the
4-4-2 Atlantics which had been the primary
passenger power for the previous decade. The
4-6-2 Pacific would go on to become the LV's
standard passenger locomotive type for the
remainder of the steam era, being used right
up to the end of steam powered passenger
trains in 1948. The LV owned 102 Pacifics
that were built new as 4-6-2's, plus the ten
2-6-2 "Prairie" types that were rebuilt as
4-6-2's, making a grand total of 112 4-6-2
Pacifics on the LV roster. 32 Pacifics were designed and
built by the LV at the Sayre Shops2, and were the most modern
locomotives ever built at Sayre. The last
locomotive built at the Sayre Shops was
Pacific No. 2089, outshopped on June 26,
1925.11
The first eight LV Pacifics were camelbacks, built by Baldwin in 1905 and 1906, LV 2000 - 2007. Class K-1, the first members of the LV's K-class. ![]() LV 2003, Built by Baldwin in 1905. K-1 Class. Photographer unknown. ![]() Brand-new LV 2004, perhaps on her first run with the Black Diamond Express. Easton PA, 1906. Peter Bellisario Collection, used with permission. ![]() Baldwin Builders photo of LV 2006, built in 1906. ![]() LV 2007 in Sayre. Photographer unknown. ![]()
![]() A rare "LV Builders Photo"! Taken in Sayre, of the LV's first home designed and built 4-6-2, LV No. 2010 built in 1913, First unit of Class K-2½ ![]() LV 2010 out on the road. Photographer unknown. ![]() LV 2089, Last locomotive built at the Sayre Shops, 1925. LVRR Photo, 1925. ![]() LV 2022, another Sayre built Pacific, class of 1917, shown "semi-streamlined" for the Asa Packer train. Photographer unknown. ![]() Sister unit 2023 got the same treatment. Class K-3. Photographer unknown. ![]() Class K-4 were all Sayre Built as well. LV 2053 is seen in Sayre in 1936. Peter Bellisario Collection, used with permission. ![]()
![]() LV 2118 is seen in Sayre. Photographer unknown. ![]() LV 2138, class K-5½ Photographer unknown. The most famous LV Pacifics
were the five streamlined locomotives of the
John Wilkes and the Black Diamond Express.
In 1939 the LV experimented with
"semi-streamlining" for the passenger train
named the "Asa Packer", giving Pacifics 2022
and 2023 some new sheetmetal and a new
orange & black paintscheme. (photos of
the two Asa Packer engines are above.) Later
in 1939 the LV took it a step further,
hiring famed industrial designer Otto Kuhler
to design new modern streamlined locomotives
for the LV's two primary trains, the John
Wilkes and the Black Diamond Express. Kuhler
designed iconic shrouds, and the LV built
and applied them to five older Pacifics,
building and installing the shrouds "in
house" at Sayre.
K-5 Class Baldwins 2101 and 2102 were chosen for the John Wilkes, and three K-6 class Pacifics, 2089, 2093 and 2097, were chosen for the Black Diamond. 2089 was the last Sayre-built locomotive, and 2093 and 2097 were both Alcos. The two streamlined John Wilkes locomotives were introduced in 1939, and the three Black Diamond engines came out the following year, 1940. ![]() LV 2102 with the new streamlined edition of the "John Wilkes" - 1939. Photographer unknown. ![]() LV 2102 Photographer unknown. ![]()
LV
2089
with
the
Black
Diamond
Express.
Photographer
unknown.
This famous Streamlined era
of the John Wilkes and the Black Diamond
Express, with their streamlined Pacifics and
matching trainsets in red, black &
white, sadly lasted only a short time. World
War II quickly arrived, the locomotives were
stripped of all their chrome and steel trim
for the war effort, and by 1948 the former
streamlined beautys were looking sad and
worn..grimy black, and wearing only a broad
red stripe.
Photos show several of the five streamlined pacifics still wearing their shrouds into 1947 and early 1948. After the arrival of the Alco PA's in the spring of '48, their shrouds were removed, and they spent their last few years in anonymous freight service. The last steam-powered run of the Black Diamond Express occured on May 15, 1948, powered by non-streamlined pacific 2091. The following day, the new Alco PA passenger diesels took over. Scroll
for the entire 4-6-2 Roster:
![]()
|
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| ................... |

|
2-10-2 Santa Fe Built 1917 - 1919 Rostered 1917 - 1951 ![]() LV 4041,
Baldwin builders photo, 1919.
In 1917,
during the height of the WWI traffic surge, the
LV was in need of new power, and they placed an
order with Baldwin for Forty huge 2-10-2 "Santa
Fe" type locomotives. These were used as heavy
freight haulers in the Anthracite coal fields,
and as slow drag locomotives between Sayre and
Manchester, NY, where one 2-10-2 replaced two
older consolidations.13 Two years later in 1919 they
placed a second order for 36 more, for a total
roster of 76 of the heavy haulers, numbers 4000
- 4075, class R-1. They were the largest and
heaviest locomotives ever owned by the LV,
although perhaps not the most powerful. (There
is some uncertaintly about which was technically
more powerful, the LV's 2-10-2's or the more
modern 4-8-4 Wyomings.)The name "Santa Fe" for the 2-10-2 wheel arrangement came from the Santa Fe Railroad, which was the first to use the type in 1903. After WWI, the need for such slow heavy freight haulers diminshed, and the LV sold sixteen of them to the Hocking Valley Railroad in 1920 and 1923.13 Another twenty were converted to 2-8-2 Mikados by the LV at Sayre in 1928 and 1929.2 The remaining forty continued as 2-10-2's until the end of the steam era, being retired between 1948 and 1951.2 ![]() LV 4001, in color!
at Lehighton PA in 1951.
4001 was the second LV 2-10-2 built, and one of the very last survivors of the class. Greg Robbins Collection, used with permission. Photographer unknown. ![]() LV 4026. Greg Robbins Collection, used with permission. Photographer unknown. . ![]() LV 4031.
Greg Robbins Collection, used with permission. Photographer unknown. ![]() LV 4044.
Greg Robbins Collection, used with permission. Photographer unknown. ![]() LV 4046. Greg Robbins Collection, used with permission. Photographer unknown. ![]() LV 4056. Greg Robbins Collection, used with permission. Photographer unknown. ![]() LV 4059. Greg Robbins Collection, used with permission. Photographer unknown. Scroll for the entire 2-10-2
Roster:
![]()
|
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| ................... |

|
.GE LS-E25A electric pushers. Built 1922
Rostered 1922 - 1949 ![]() Frank Evans Collection, used with permission. Photographer unknown. ![]() Photographer unknown. The first non-steam
locomotives on the LV arrived in 1922 in the
form of five electric pushers. They were
100% electric powered, and were the only
100% electric motive power ever owned by the
LV. They were built by GE, were 42" gauge,
and spent their entire careers pushing coal
hoppers alongside ships, for unloading, at
the LV's Claremont Terminal alongside the
Hudson River in Jersey City.14
LV class B-2E, they were
listed at 500hp, and drew 250 volts DC from
an inside third rail, which powered two
250hp electric traction motors providing
12,500 lbs tractive effort through 33"
wheels, at 8mph maximum speed. GE class
LS2E25A. All five are listed as scrapped
January 23, 1949, which might be their
retirement date.14
|
||||||||||||||||||||||||||||||||||||||||||||||||||
| ........................................................................................... |

|
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
Gas/Electric
"Doodlebug" Railcars
Built
1923
-
1928
Rostered 1923 - 1952 ![]() LV 10 - Joe Testagrose
photo, used with permission from North East
Rails.
The first non-steam power that actually ran out on the mainline (as opposed to the electric pushers, discussed in the last section, above) were the gas-electric "doodlebug" railcars, the first of which arrived on the LV in 1923. These railcars were designed to be a cheaper alternative to "small" passenger trains, to run on the more lightly-used branch lines, and to bring passengers from the more remote parts of the LV system out to the mainline where they could connect to the longer distance trains. The LV rostered a total of twenty eight gas-electric railcars. (plus two RDC's, discussed in their own section below) The gas-electric doodlebugs were built between 1923 and 1928, by several different manufacturers, and served with the railroad for almost 30 years, the last one being scrapped in 1952.14 ![]() ![]() ![]() ![]() ![]() ![]() ![]() ![]() ![]() ![]()
OsBr = Osgood Bradley
StLCr = St. Louis Car Beth = Bethlehem Steel In 2003, Seven LV doodlebugs still survived, being owned and operated by Sperry Rail Services; LV 14 - to Sperry 123 LV 15 - to Sperry 128 LV 20 - to Sperry 124 LV 26 - to Sperry 125 LV 27 - to Sperry 131 LV 28 - to Sperry 130 LV 29 - to Sperry 129 Twelve years later, when this webpage is being written in 2015, their current status is unknown. see the LV survivors page for more details. |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| ................... |

|
.
4-8-2 Mountain Built 1924 - 1925 Rostered 1924 - 1948 ![]() LV 5000, Class S-1, Baldwin Builders Photo, 1924 In 1924 and 1925 the LV ordered six 4-8-2 Mountain type locomotives from Alco. Numbers 5000 to 5005, S-1 Class. At this time both Baldwin and Alco were experimenting with three cylinder locomotives, and the LV's six 4-8-2's were built new as three cylinder locomotives. They had a third full-size cylinder mounted inbetween the two traditional cylinders, attached with a driving rod to the center of one of the driver axles. The third cylinder is not easily visible from normal camera angles, but some photos taken of the front pilot area do show it. (a good photo showing the 3rd cylinder can be seen on page xx of the book archerxxxxxxxxxxxxxx) It is often written that the three cylinder concept was "not sucessful", however the LV's six Mountains operated with their three cylinders for fourteen years! That could be considered success. However they were perhaps not as efficient as later locomotives, and the LV did eventually rebuild them in 1939, removing the third cylinder and converting them to more traditional two cylinder locomotives. Upon the rebuild the locomotives kept their road numbers, but were reclassified from S-1 class to S-2 class. These six locomotives were the only members of the LV's S-class. The six Mountains can
be easily identified in their original S-1 class
configuration versus their rebuilt S-2 state. The
primary purpose of the 1939 rebuilding was the removal
of the center third cylinder and a conversion to two
cylinder operation, recieving new, larger outside
cylinders. The third cylinder however is the least
outwardly visable of the changes. In addition to the
cylinder changes the locomotives all recieved
brand-new pilots, with steps leading from the pilot up
to the walkways, and new large handrails on the front
of the locomotives, from the pilot deck up alongside
the smokebox. These features are present in the
rebuilt S-2 state and absent in the original S-1
state.
The LV's Mountains operated until December 1948, when all six were retired together, and scrapped. ![]() LV 5000, Class S-2 Photographer unknown. ![]()
LV
5000,
Class
S-2
Photographer
unknown.
![]() LV 5001, Class S-1 Photographer unknown. ![]() LV 5002, Class S-1 Photographer unknown. ![]() LV 5004, Class S-1 Photographer unknown. ![]() LV 5004, Class S-2 Photographer unknown. ![]()
|
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| ............................................................................................ |

|
||||||||||||||||||||||||||||||||||
|
Diesel
Boxcabs
The diesel
era began on the Lehigh Valley on January 7, 1926, with the arrival of the LV's
first Diesel-Electric boxcab, number 100.14 Number 100 was the 5th AGEIR
boxcab built, having been built in late 1924. It
is believed the locomotive was used as a
demonstrator through 1925, before being sold to
the LV in early 1926.14 AGEIR stands for Alco - General
Electric - Ingersoll Rand, who were the three
companys who worked together to build the early
diesel boxcabs.(The Diesel invasion begins!) Built 1924 - 1927 Rostered 1926 - 1951 ![]() LV 100 - AGEIR builders photo. The LV rostered a total of three Diesel boxcabs, numbers 100, 99, and 125/101, built between 1924 and 1927. They served with the LV for about 24 years, the last one being scrapped in 1951.14 ![]() LV 100. Frank Evans Collection. Photographer unknown ![]() LV 99. Photographer unknown ![]() LV 125. Frank Evans Collection. LVRR company photo. Photo taken at the McIntosh & Seymour engine plant, Auburn, NY, 1927. ![]() #101
- 1947 - Communipaw, NJ
H. N. Proctor collection Used with permision from Philip M.Goldstein: BRONX TERMINAL / EAST 149TH STREET LV 101 was the
rebuilt LV 125.
"Brill boxcab 125 ordered 1/26, and delivered 20Jun27 with McIntosh & Seymour 12V16 8" by 9 1/2" diesel engine, and GE electrical (hence GE serial). Proved unsatisfactory and stored until sent to Alco at Schenctady, it was rebuilt 7-8/31 with M&S designed Alco 330 (9 1/2" by 10 1/2") diesel engine on order number X349 and outshopped with new r/n 101 (not rennumbured in 1938 as some sources claim). Weight decreased two tons in rebuilding. Retired 16Apr51 and scrapped at Sayre. Bethlehem Steel proposed rebuilding 101/125 into a centercab in 1931." 14 Disposition of the LV's first diesel, number 100: "Diesel electric locomotive #100, 300 H.P. scrapped 12-15-47. It was 22 years old and in need of repairs totaling $8,526.06. Out of service at Oak Island Oct. 20, 1947; had a cut crank shaft and had been used on light jobs. Had minor overhauling in 1944. Order was to "keep it going until it plays out. It has now come to that point." Properly taken care and drained. Engine was obsolete and had been out of service six months in 1945 awaiting parts." 16 Disposition of locomotive #99: "Diesel electric locomotive #99 scrapped Sept. 22, 1947. AFE note: "This locomotive is 22 years old and in need of repairs estimated to cost $9,977.25 which is prohibitive. Recommend dismantling." 16
|
||||||||||||||||||||||||||||||||||
| ................... |

|
||||||||||||||||||||||||||||||||||
|
Mack
Gas-Electrics
Built 1929 - 1930 Rostered 1929 - 1946 ![]()
LV
51.
Frank
Evans
Collection.
Photographer
unknown
In 1929 and 1930 more gas/electrics arrived, in
the form of three Mack switchers. The gas-electric
locomotives worked on a similar principal to the
diesels: an internal combustion engine drives a
generator which supplies electricity to traction motors.
But gas-electrics used gasoline powered engines, while
diesel-electrics used diesel engines.The three Macks were built by the Mack International Motors company of Plainfield NJ. (the same company most famous for the "Mack Truck") Mack made the body of the locomotives and the gas engines, the electrical system and traction motors were supplied by GE. The three Macks were originally LV numbers 110, 111, and 112. 110 and 111 were a "center cab" style, while 112 was a heavier "boxcab". All three were renumbured in October 1938 to numbers 50, 51 and 52, to make room for new EMC SW switchers, who would become the new 110, 111 and 112 upon their delivery that year. The Macks served with the LV for seventeen years, then all three were retired in October 1946. They were then sold for scrap the following month to Rochester Iron & Steel.14 ![]() LV 110. Frank Evans Collection. Photographer unknown ![]() Used with permision from Philip M.Goldstein: BRONX TERMINAL / EAST 149TH STREET ![]() LV 52. Frank Evans Collection. Photographer unknown ![]() LV 52. Frank Evans Collection. Photographer unknown Sayre PA, 1938
|
||||||||||||||||||||||||||||||||||
| ................... |

|
||||||||||||||||||||||||||
|
Gas-Electric - Built 1930 Rostered 1931 - 1953 ![]() LV 76, unknown photographer, G. Collora archives. From the collection of Phillip M. Goldstein, used with permission. From: BRONX TERMINAL / EAST 149TH STREET, by Philip M. Goldstein. ![]() LV 76, November 1955, Bronx terminal. S. Meyers photo, D. Keller archives. From the collection of Phillip M. Goldstein, used with permission. From: BRONX TERMINAL / EAST 149TH STREET, by Philip M. Goldstein. The LV owned two EMC
Model 60 Gas/Electric boxcabs. They were built by
EMC (the predecessor to EMD) in 1930. Originally
numbured 115 and 116, they were renumbured to 75 and
76 in 1940 to make room on the roster for the new
SW1 No. 115 and HH660 No. 116.14
|
||||||||||||||||||||||||||
| ................... |

|
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
4-8-4
Wyoming
Built 1931 - 1943 Rostered 1931 - 1951 ![]() LV T-1 class 5101, Baldwin builders photo, 1932. And now we come to the pinnacle of Steam Locomotive technology on the Lehigh Valley Railroad, the mighty 4-8-4 Wyomings. The LV rostered thirty seven of them. 4-8-4's are most commonly known as "Northerns", after the Northern Pacific railroad, who first rostered the type in 1926. However many Southern US railroads who began recieving 4-8-4's objected to the name "Northern", (the Civil War was only 70 years in the past, still within the memory of living people) and many southern railroads decided they would not use the "Northern" name, and instead would create their own names for their new 4-8-4's! This resulted in many, perhaps most, railroads who owned 4-8-4's giving them their own names, including railroads in the both the north and south. Individual railroad names in place of "Northern" included Dixie, Greenbrier, Niagara, Pocono, Potomac, Western, Wyoming, and others.. The LV chose to call their new 4-8-4's "Wyomings" after the Wyoming Valley of Pennsylvania, the Scranton-Wilkes Barre area, which was a region served by the LV, and was a coal region important to the early days of the railroad.. (Interesting trivia: the State of Wyoming is named after the Wyoming Valley of PA! Wyoming PA came first!) The LV ordered one new 4-8-4 from both Baldwin and Alco in 1931. The plan was to test both, see if one was preferable to the other, then place a larger order. The LV must have been equally pleased with both however, and they placed an additional order for ten more from each builder the following year in 1932. This resulted in the LV's T-1 class, eleven locomotives from Baldwin, and the T-2 class, eleven locomotives from Alco. T-1 class,
Eleven Baldwin 4-8-4's, 1931 and 1932, LV 5100 -
5110
![]() LV T-1 class 5100, Baldwin builders photo, 1931. ![]() LV T-1 class 5100, Baldwin builders photo, 1931. The LV's first two Wyomings, Baldwin number 5100 and Alco number 5200, both arrived new with prominant Elesco feedwater heaters over their brow. The remainder of the T-1 Baldwins did not have this feature, but the first six of the Alcos did. ![]() ![]() LV T-1 class 5101, Baldwin builders photo, 1932 ![]() LV T-1 class 5101, Baldwin builders photo, 1932 T-2 class, Eleven Alco 4-8-4's, 1931 and 1932, LV 5200 - 5210 ![]() LV T-2 class 5200, Alco builders photo, 1931. As discussed above, the LV's
first two Wyomings, Baldwin number 5100 and
Alco number 5200, both arrived new with the
Elesco feedwater heaters. Only number 5100
of the T-1 class had this feature, the
remaining ten T-1's did not. However the
first six of the T-2 class Alcos, numbers
5200 to 5205 had them. For a total of seven
out of 37 Wyomings with the feedwater
heater, about 20% of the roster. 80% did not
have the feedwater heater, including all of
the T-3 class and all of the T-2b class.
LV T-3 class, No. 5126, Baldwin builders photo, 1934![]() LV T-2 class, No. 5203. Photographer unknown. ![]() LV T-2 class, No. 5204. Photographer unknown. ![]() LV T-2 class, No. 5204. Photographer unknown. ![]() LV T-2 class, No. 5206, Alco builders photo, 1932. T-3 class, Five Baldwin 4-8-4's, 1934 and 1935, LV 5125 - 5129 ![]() LV T-3 class 5126, Baldwin builders photo, 1934. Two
years after recieving the twenty two
T-1's and T-2's, the LV still needed
additional new locomotives. Another
order was placed with Baldwin in 1934
for five more 4-8-4's. These five had
larger 77" drivers, (the rest of the
Wyomings had 70" drivers) and were
configured to be "dual service"
locomotives, and could be used as
passenger locomotives if needed. There
are several known photos of T-3 Wyomings
pulling LV passenger trains, including
the Black Diamond Express. However their
primary function was freight. These five
T-3's could perhaps be considered the
most modern steam locomotives ever owned
by the LV, even though one more class
was yet to come.
![]() ![]() LV T-3 class, No. 5126, Baldwin builders photo, 1934 ![]() LV T-3 class, No. 5129, Baldwin builders photo, 1935. ![]() LV T-3 class, No. 5129, Baldwin builders photo, 1935. ![]() LV T-3 class, No. 5127, with a passenger train! Photographer unknown. ![]() LV T-3 class, No. 5128. Photographer unknown. T-2b class, Ten Alco 4-8-4's, 1943, LV 5211 - 5220 The fourth, and final class
of 4-8-4 Wyomings on the LV, and the LV's
very last steam locomotives, were the T-2b
class of 1943. Nine years after the T-3's,
the LV was at the height of WWII heavy
traffic, and new power was once again
necessary. Government restrictions during
WWII meant that the locomotive manufacturers
were prevented from spending resources on
new designs, and instead the LV had to
accept ten new locomotives in 1943 that were
virtually identical clones of the T-2 class
of 1932, ten years earlier! These new T-2b's
were still perfectly fine and capable
locomotives, just not "the latest and
greatest." Because they were so similar to
the earlier T-2 class, the LV gave them
class T-2b, a very similar, if not 100%
identical "sub class" of the T-2's.
LV
T-2b
class,
No.
5213,
Sayre
Pa.
Photographer
unknown.![]() ![]() LV T-2b class, No. 5218, in color! Union, NJ, July 1950. Photo by John Dziobko Jr., used with permission. ![]() LV T-2b class, No. 5219, Sayre Pa. Photographer unknown. ![]() LV T-2b class, No. 5220, the LV's last
steam locomotive.
Alco builders photo, 1943. ![]() LV T-2b class, No. 5220, the LV's last steam locomotive. Photographer unknown.
And that brings us to the
very end of the Steam era on the LV! The
4-8-4 Wyomings, the remainder of the
Mikados, Ten-wheelers
and Pacifics, all served admirably during
WWII, but their days would soon come to an
end. The LV, like all railroads, had been
slowly buying diesels through the 1920's,
30's and 40's, but they were for the most
part diesel switchers. The reign of the
Steam Locomotive in mainline freight and
passenger use was mostly unchallenged until
the end of WWII.
But immediately after WWII, in 1945, the LV bought its first "Road Diesels", the EMD FT's. More F-units and Alco FA's quickly arrived, then the Alco PA passenger diesels in 1948, and by 1951 the era of the steam locomotive came to a quick close. After performing her daily tasks on September 14, 1951, LV Mikado number 432 dropped her fire, for the last time, in Delano, PA. She was the very last of 1,848 LV steam locomotives to operate, ending nearly 100 years of steam power on the Lehigh Valley Railroad. Here is that last survivor, Mikado Number 432: ![]() Most of the 4-8-4 Wyomings were retired in 1948 when twenty new EMD F3's and twenty Alco FA's arrived on the roster, a few Wyomings operated up to 1950, and one was offered by the LV to Sayre, to display in Desmond Street park, right across from the LV's Sayre passenger station! Sayre said "no thanks, we dont want it", and the locomotive went to scrap with all the rest. Some of the T-2b's operated for only five years! and all T-2b's were scrapped at less than nine years of age. They were not at all "past their prime", in fact, they were just getting started! and they could have gone on to serve for many more decades! but they "died young" simply because they were born late..the Diesel onslaught had arrived. The last group of LV 4-8-4's were scrapped in 1952. Over the course of nearly a Century, 1853 to 1951, the LV rostered and operated 1,844 steam locomotives!2 See the last section at the bottom of this page for a break-down of the roster, and some interesting trivia on the locomotive fleet. Sadly, not one single LV steam locomotive survived the scrappers torch. Some notes on LV 4-8-4 Classifications: In this roster I am using only the four well-known LV Wyoming classes, T-1, T-2. T-3, and T-2b. These four are undisputed. The "b" in T-2b is simply because they were a "sub-class" of the earlier T-2 class, as discussed above. The "b" in T-2b did *not* mean "booster"..and in fact, the T-2b's were not equipped with tender boosters at all. However, there are some other LV 4-8-4 classifications "out there" in the world. Some on-line rosters list the additional "sub classes" of T-1a, T-1b, and T-2a. The T-1a and T-1b classs are said to designate booster equipped T-1's from non-booster equipped T-1's..The "b" in this case would stand for "booster". And in the same way, the T-2a would be a "non-booster" T-2, while a T-2b (when there is also a T-2a) would mean a "booster equipped" T-2. ALL of the T-1 and T-2 class locomotives did have tender boosters when new. (and none of the T-3's or T-2b's had boosters when new) It is possible that later in their careers some lost their boosters, and others had different boosters applied..So a T-1a, T-1b, T-2a, T-2b is possible..but, there are no actual LV rosters that show the use of the T-1a, T-1b, and T-2a classes. One of the primary sources of this roster is source number 11: 11. Official LVRR 1905 to 1952 Steam roster data. Records compiled and kept by the LV. A 97 page list, an actual LVRR document, that chronicles the 1905 renumburing, what locomotives were renumbured, old and new numbers, etc, and it was also updated as new locomotives came along. It is essentially the LV's own record of its steam locomotive roster from 1905 to the end of steam in 1952! an amazing resource.. This list was shared by John Wilkes Rendle for this project, (yes, he is named after the LV passenger train! :) and it is from the collection of his father, Wade F. "Spike" Rendle. Wade was a LV employee, and saved the list from the Sayre Shops when the shops closed down. Thank you Wade and John! This is the LV's own document! compiled and kept by the railroad. On this document, the LV itself lists the four Wyoming classes as only T-1, T-2. T-3, and T-2b. there is no mention of T-1a, T-1b, and T-2a subclasses. The only place that T-1a, T-1b, and T-2a appear are modern on-line sources, I have never seen a printed source that mentions them. So "when in doubt" I am going with what the LV itself said. If anyone can shed any light on these mysterious T-1a, T-1b, and T-2a subclasses, I would like to hear about it! They are either simply mistakes, internet inventions, or there might yet be more to learn about the history of the LV Wyomings. The LV's electric pushers last operated in 1949, the last LV Steam locomotive operated in 1951, and the last LV Gas-Electric operated in 1953. From 1953 to 1976, the final 23 years, the LV would be a "diesel only" railroad. From this point on, the roster is all diesels. |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| ................... |

|
||||||||||||||||||||||||||
|
Alco
HH300
Built 1931 Rostered 1931 - 1953 ![]() Alco builders photo, 1931. ![]() Photographer unknown. ![]() Alco magazine advertisement, 1932. The LV's first
"traditional" end-cab switchers (as opposed to the
diesel boxcabs) were two primordial Alco switchers,
LV 102 and 103, model HH300, built new as Alco
demonstrators in 1931, then sold to the LV in 1931
and 1932.14
Only seven HH300's were built by Alco, and the LV's two were the first two built.15 102 was sold to General Crushed Stone in Leroy, NY in 1953, then retired by them in 1956, and scrapped in 1957.14 103 was retired by the LV and scrapped on July 31, 1950.14, 16. Disposition of
locomotive 103:
"Diesel electric locomotive #103 scrapped 7-31-50. Note on AFE: "Locomotive #103 was built in 1932 by American Locomotive Company, is obsolete type and unable to obtain replacement parts. This locomotive now requires overhaul that is expected to cost at least $25,000. Recommend dismantling."" 16 Although both units operated with the LV for about 20 years, photos of them are very rare. They likely operated the majority of their careers in their original paintscheme of Black paint with white lettering, which was the first LV diesel scheme. It is known that 102 did receive a 2nd scheme of "Cornell Red with three black stripes".19
|
||||||||||||||||||||||||||
| ................... |

|
||||||||||||||||||
|
Alco HH600 Built 1932 Rostered 1932 - 1963 ![]() 105 was built July 8, 1932, and was Alco demonstrator number 601 for a few months, until being sold to the LV on December 24, 1932. Retired on December 3 1962, and scrapped in October 1963 at Sayre. Alco order number S1728.14 105 was delivered to the LV in the standard, for the time, solid black with white lettering paint scheme. (all switchers were delivered in this B&W scheme until 1938, and the LV's first road diesels arrived in 1945, in Cornell Red.) Then later, in 1939 or 1940, LV 105 was given a "one-off" unique paint scheme! applied only to 105, and never duplicated on any other locomotive. There are no known color photos of this scheme, and only two known B&W photos. The two B&W photos are below: ![]() Martin S. Zak collection, used with
permission. Date, location and photographer unknown.
![]() Date, location and photographer unknown. This paintscheme was
essentially lost to history for many decades, and
was virtually unknown among LV fans until a forum
post by "Golden-Arm" in 2006 brought the scheme back
out into the open:
Link to discussion on railroad.net LV forum. "Golden-Arm" recieved information from Richard Jahn about the likely colors of this scheme: "A quick update, courtesy of Richard Jahn, LV photographer extraordinaire. Rich told me this unit was painted specifically to match the color scheme of the John Wilkes, and the Black Diamond, streamlined locomotives. Red, black and brushed aluminum are the colors, he says I am seeing, in the B&W pic, from Stecklers excellent book. He is unaware of any color picture of this one-off paint scheme, so if anyone can find one, please be kind, and share! This loco was based at Buffalo Terminal, and was responsible for building the trains, of that era. I can estimate the colors now, using the LV streamlined locos, as a color guide, but would still enjoy seeing the "real-deal", for my own satisfaction. Thanks to anyone who's putting forth the effort" - quote by "Golden-Arm", from the forum thread linked above. The front and the roof were in Red, the main body, frame and trucks in black, and the stripes and lettering in aluminum! It is currently unknown how long the 105 wore this special scheme, but it was probably only as long as the streamlined pacifics wore their 1939 and 1940 colors. Probaly only the 1940 to 1945 timeframe. The 105 then recieved her third and final paintscheme, the standard (after 1945) scheme of Cornell Red with three black stripes. ![]()
|
||||||||||||||||||
| . |
|
||
|
Before we get to the
next group of switchers, the EMC SW's, this would be
a good place to talk about early LV Diesel switcher
paintschemes. The paintschemes of LV Road
diesels, from the EMD FT's of 1945 to the U23B's of
1974, are well documented and well understood.
However the early diesel switchers are less
documented. The LV's diesel switchers came in four
main paintschemes, and most switchers wore more than
one scheme during their career:
1. Black paint with white lettering, the first diesel scheme, only applied to switchers. 2. The "Pre War" scheme of Red, black and yellow, also applied only to switchers. 3. The standard scheme of 1945 to 1964, "Cornell Red with three black stripes", applied to switchers and road units. The three schemes above were applied by the factory to new units by Alco, Baldwin, EMD and GE. 4. Techncially a "switcher scheme", although only applied to one unit, was the scheme on Alco HH600 number 105, as seen in the section above. But the first four schemes were "official" schemes applied to many units. applied to 105 around 1940. 5. LV Tuscan repaints. Applied at Sayre to switchers and road units from 1963 to about 1971. 6. The final scheme, variations on LV Red repaints with yellow lettering, 1971 to 1976, painted at the Sayre shops. also applied to both switchers and road units. Not totally standardized, but mostly red with yellow lettering, with variations in logo and flag placement. 1.
Black & White scheme, 1926 to 1937.
![]() Alco builders photo, 1931. This scheme was applied to all switchers (and only switchers) for the first decade of the diesel era, from the LV's first diesel, Boxcab number 100 of 1926, to the first two EMC SW's delivered in 1937. This is the same basic color scheme also used on LV steam locomotives of the same era. Thirteen units wore this scheme, (eleven diesels, and two gas-electric boxcabs) all of them recieved this scheme new from the factory. There are no known color photos of this scheme. Boxcabs number 100, 99 and 125 Mack switchers number 110, 111 and 112 Gas-electric boxcabs number 115 and 116 Alco HH300 number 102 and 103 Alco HH600 105 EMC SW number 106 and 107. 2. "Pre
War scheme", 1938 to 1945
![]() EMC builders photo, 1939, digitally colorized by Scot Lawrence This scheme
was also applied only to switchers, no road
units. Commonly called the "Pre-War scheme"
because it was used just prior to WWII, it
should be noted that the B&W scheme was
also "pre-war"! ;) This is a beautiful paint
scheme, Red, Grey and Yellow, the
first use of color on LV diesels, and it will
be recreated on a real LV locomotive soon! LV
SW1 number 112, the oldest surviving LV
locomotive, will be repainted in this scheme
soon. (I will update this page when that
happens!)
The first two EMC SW switchers, numbers 106 and 107, arrived new in early 1938 in the "Black & White" scheme, and also had "Route of the Black Diamond" on them, (the only diesels with that slogan, see this page for more info.) However, 106 and 107 were only the first two units of a six-unit order! The remaining four SW's, number 108, 109, 110 and 111, arrived after July 1938 as the first units in this new colorful "Pre War" scheme. Forty three LV switchers were delievered new in this scheme between 1938 and 1945?: ****** The last four of the six EMC SW's: 108, 109, 110:1, 111 All Eleven EMC NW1's: 120:1 through 130:1 The first four of the six SW1's: 112, 113, 114, 115 LV's one Alco HH660: 116 All three GE 44-tonners: 60, 61 and 62. Fifteen of Sixteen Alco S2's: 150 through 164. All five Baldwin VO1000's: 135 through 139. 3. "Cornell Red with 3 black stripes scheme", 1945 to 1964 (need
photo)
The LV's first road diesels arrived in 1945, the EMD FT's. These units were the first the wear the LV's classic "Cornell Red with three black stripes" scheme. This scheme was the most common scheme of the LV's diesel era, applied to both new units from the factory, and Sayre repaints. It was the standard LV scheme for nearly 20 years, 1945 and 1964, and was applied to all new units painted at the factory, Sayre repaints, switchers and road units during that era. The last units to wear the scheme were the low-nose Alco RS11's of 1960, and the reign of this scheme ended in 1964 with the arrival of the C420 yellowjackets. Some of the original Black & White switchers were repainted into this scheme, and all of the "Pre-War scheme" switchers were repainted into this scheme. |
||
| ................... |

|
|||||||||||||||||||||||||||||||||||||||||||||||||||
|
Built 1937 Rostered 1937 - 1961 ![]() LV EMC SW No. 107. EMC builders photo, 1937. As discussed above, the first two SW's, numbers 106 and 107, arrived new in 1937 wearing the first LV diesel scheme, simple black paint with white lettering, but they also wore the "Route of the Black Diamond" slogan. 106 and 107 were the only locomotives to wear the slogan, see this page for more information on the "Route of the Black Diamond" slogan on rolling stock. ![]() LV 107. Date, location and photographer unknown. The remaining four SW's, number 108, 109, 110 and 111, arrived after July 1938 as the first units in the new colorful "Pre War" switcher scheme. ![]() LV 110 - Date, location and photographer unknown. All six units later
recieved the "Cornell Red with 3 black stripes"
scheme.
The SW's were
originally in Class BB4, and were later
re-classed as DS2.14
Three SW's, 106:1, 107:1 and 110:1, were traded in on SW900m's 106:2, 107:2, and 110:2.14
|
|||||||||||||||||||||||||||||||||||||||||||||||||||
| ................... |
|
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
Built 1937 Rostered 1937 - 1960 ![]() LV 125:1, photographer unknown, digitally colorized by Scot Lawrence. The LV purchased
eleven EMC NW1's in 1937 and 1938. All eleven were
delivered new in the "Pre-War" scheme, and all were
later repainted into Cornell Red with three black
stripes.
![]() LV 121:1, EMC builders photo, 1937. ![]() LV 127:1, Photographer unknown, 1942. The NW2's were originally classed BB5, and were later re-classed as DS5.14 Between 1953 and 1960 all eleven were traded-in to EMD for SW900m's.14
We are now up to 1,909 individual locomotives on this roster, which is 86% of the total all-time LV roster, and not one single locomotive on this list, so far, is still existing today. With the next class of locomotives, the SW1's, we finally have the first survivor! |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| ................... |

|
|||||||||||||||||||||||||||||||||||||||||||||||||||
|
EMC
and EMD SW1
Built 1939 - 1950 Rostered 1939 - 1976 ![]() EMC Builders photo, 1939. Digitally
colorized by Scot Lawrence
The LV's SW1's are notable members of the LV all-time
roster for three reasons:1. They are the oldest class of locomotives that survived to Conrail (two of them) in 1976. 2. One of the class, number 112, had the longest service life of any diesel with the LV, 38 years. 3. One of the class, number 112, is the oldest surviving LV locomotive today. The LV owned Six EMC/EMD SW1's, built in 1939, 1940 and 1950. The first four came in 1939 and 1940, painted in the "Pre-War" scheme, and the final two came a decade later in 1950, delivered in the then-standard "Cornell Red with three black stripes" scheme. LV 112 is the oldest surviving LV locomotive today. Notes on this webpage wont go into deep detail on the full history of surviving locomotives, since that is recorded on another page: Much more detail on surviving LV locomotives can be found on the LVRR Survivors webpage. The first four were originally class BB4, and were later reclassed as DS2. The last two were always class DS2.14 ![]() LV 115 - Newark NJ, March 2, 1940 Greg Gunshore Collection, used with permission.
|
|||||||||||||||||||||||||||||||||||||||||||||||||||
| ................... |
|
||||||||||||||||
|
Alco
HH660
The LV rostered a total of Four Alco "High Hood"
switchers: Two HH300's, one HH600, and one HH660. This
is the fourth and last of the High Hoods, Alco HH660
number 116.Built 1939 Rostered 1940 - 1963 ![]() LV 116 - Alco builders photo, 1940. 116 came to the LV in 1940 as a nearly new unit. She was built in September of 1939 and was initially sold to the Atlantic Coast Line railroad. However for some reason the ACL was dissatisifed with the unit and very quickly, within only a month or two, returned it to Alco, who then turned around and sold it to the LV on February 9, 1940. 116 then went on to serve 23 years with the LV, before being retired in 1962, and scrapped in 1963.14 116 was delivered in the "Pre War" scheme and was later repainted into the "Cornell Red with three black stripes" scheme. She was also originally class BB6, and was later re-classed to DS3.14 ![]() LV 116 - Photographer unknown. ![]() LV 116, Sayre PA - Jack Koehler / Greg Gunshore collection, used with permission.
|
||||||||||||||||
| ................... |

|
||||||||||||||||||||||||||||||
|
GE
44 ton
Built 1941 - 1942 Rostered 1942 - 1964 ![]() LV 60, GE builders photo, 1941 The LV purchased
three 44 ton switchers new from GE in 1941 and 1942,
LV numbers 60, 61 and 62.
These were the smallest diesels ever owned by the LV, and they must have been too small for practical use, because two of the three were sold after only four years with the LV! 61 and 62 left the LV roster in 1946, after only four years of service. Number 60 however went on to serve 22 years with the LV, before being retired and sold in 1964.14 All three were built new in the "Pre War" scheme, and 61 and 62 must have been sold in that scheme. Number 60 however was around long enough to recieve the "Cornell Red with three black stripes" scheme. The survivor status of 60 and 62 remains unknown to this day. (61 is confirmed scrapped.) However Number 60 was last seen in 1982, and number 62 was last seen in 1976!14 So it's 99% likely both are scrapped today, since they havent turned up for many decades. But it's still (very remotely) possible they might be hiding out in the world somewhere, not yet re-discovered. Number 60 was originally class BB-7, but was later reclassed to DS1.14 ![]() LV 60 - Oak Island, NJ - April 1964 Jack Kohler / Greg Gunshore Collection, used with permission.
|
||||||||||||||||||||||||||||||
| ................... |

|
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
Alco
S2
The LV rostered a total of Sixteen Alco S2 switchers,
Number 150 to 165, the second most numerous class of
diesel switchers on the LV (after the SW8's). All were
built new for the LV by Alco, and fifteen of the sixteen
arrived new in the "Pre war" scheme, (all except the
last one, built in 1949) All later wore the "Cornell Red
with three black stripes" scheme.Built 1942 - 1949 Rostered 1942 - 1965 ![]() LV 158, photographer unknown. The S2's had a fairly short service life on the LV. Five were scrapped in 1963, after only about 20 years of service, and the rest were gone from the LV by 1965. However many of them survived after leaving the LV and went on to second careers with the B&O and the South Buffalo. Four LV Alco S2's still survive in 2016. Again, this all-time roster page won't contain the *full* disposition information for each unit. More detail can be found on the LV survivors webpage. ![]() LV 150, Alco Builders photo, 1942. ![]() LV 164 - Bethlehem PA - Jack Koehler / Greg Gunshore collection. - used with permission.
|
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| ................... |

|
||||||||||||||||||||||||||||||||||||||||||||
|
Baldwin
VO-1000
Built 1944 Rostered 1944 - 1969 ![]() LV 139, photographer unknown, Greg Robbins collection, used with permission. Arguably the most
"stylish" switchers on the LV roster were the five
Baldwin VO-1000's of 1944. These were the first
Baldwin diesels ordered by the LV, and they were
also the last locomotives to be painted in the "Pre
War" scheme. All five were delivered new in the Pre
War scheme, and all five would later be repainted
into Cornell Red with three black stripes.
![]() LV 135, photographer unknown, Greg Robbins collection, used with permission. ![]() LV 139, photographer unknown, Greg
Robbins collection, used with permission.
|
||||||||||||||||||||||||||||||||||||||||||||
| ................... |

|
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
EMD
FT
Built 1945 Rostered 1945 - 1961 ![]() EMD promotional painting, 1945 Like most American Class-1 railroads of the time, the LV began to slowly dieselize in the 1920's and 30's, ordering relatively small amounts of diesel switchers through those two decades. However Steam locomotives on mainline freight and passenger trains were still unchallenged! and steam power was the driving force that got American railroads through the traffic surge of World War Two. However by January 1945 it was clear that the war was winding down, and Victory for the allies would soon come. By August 1945 the war would be over. War-time restrictions meant that the locomotive manufacurers were mostly prevented from using resources for R&D and mass-production of diesels, and "tried and true" steam locomotives were instead manufactured throughout the war years. But by January 1945 these restrictions were lifted, and the diesel invasion was unleashed! The LV ordered its first Road Diesels in January 1945, in the form of EMD FT's. Eight total units; four A-units and four B-units, in two ABBA sets. For the first few years the LV did not use these units as "traditional" road units however! Instead they were used as pushers, pushing freight trains that still had a steam locomotive on the front end!16 However this duty was short-lived, as the LV went for full-scale dieselization beginning in 1948, and after steam was vanquished for good, the FT's began their "regular" career as road freight units. The FT's originally were numbured 500, 501, 502 and 503 for the A-units, and 500B, 501B, 502B and 503B for the B-units. However by 1948 they were renumbured when the LV deceided to adopt an "Even for A-units" and "Odd for B-units" numburing scheme for all EMD and ALCO Freight cab units.14 (EMD F-units and Alco FA's were numbured this way, but the PA's were not, since there were no PB's) The second numburing scheme for the FT's, after 1948, was 500, 502, 504 and 506 for the A-units, and 501, 503, 505 and 507 for the B-units. Number 500 was the only unit not renumbured.14 In addition to being the first Road Diesels on the LV, the FT's were also the first LV locomotives delivered in the new "Cornell Red with three black stripes" paintscheme, which would then become the standard LV paintscheme for nearly two decades, 1945 to 1964. ![]() EMD promotional card, 1945. ![]() EMD builders photo, 1945. ![]() EMD builders photo, 1945. Colorized by Scot Lawrence ![]() EMD builders photo, 1945. ![]() "The Bombers" - Photographer unknown.
The FT's earned the nickname "bombers" when they first arrived at the end of WWII, because some said a quartet of FT's, pushing hard at the end of a train, with diesel engines throttled up and working hard, sounded like a brace of bomber jets approaching. |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| ................... |

|
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
Alco
PA
Built 1948 Rostered 1948 - 1965 ![]() LV 606, Sayre PA -
photographer unknown. Colorized by Scot Lawrence.
The LV dieselized
its passenger service in one clean swoop, by
ordering fourteen Alco PA-1 diesels in the spring of
1948. Considered by many to be the most beautiful
diesel model ever made, the sleek new Alcos rounded
out the final decade of passenger service on the LV.
The last steam-powered edition of the Black Diamond Express operated on May 15, 1948, powered by non-streamlined pacific 2091. The following day, the new Alco PA passenger diesels took over. The Alco PA's led the majority of LV passenger trains through the 1950's, and up to the end of LV passenger service in 1961. The PA's were the stylish image of LV passenger service through the decade of the 1950's. They were rebuilt between 1955 and 1958. Originally class DP1, they were later reclassified to AP20.14 They were delieved new in the "Cornell Red with three black stripes" scheme, and that was the only scheme they wore during their lifetimes. The final run of the Black Diamond Express occured on May 11, 1959. The John Wilkes made its last run on February 3, 1961. And the following day, February 4, 1961, the final LV passenger trains made their last runs, the eastbound and westbound editions of the "Maple Leaf". Both trains were delayed by a major snow storm that day. The westbound Maple Leaf got to Buffalo three hours late, and the eastbound Maple Leaf ended up being the last operating LV passenger train, crawling into the Newark NJ station that afternoon, running 8 hours late through the blizzard. The final train was led by Alco PA number 603. As if the blizzard and being 8 hours late wasn't enough, as a final indignity the PRR refused to take the LV cars into Penn station, as was the normal procedure, instead transferring the passengers to PRR cars for the final leg of the journey into Manhattan.18 At least the passengers made it, even if the Maple Leaf didn't. Like the streamlined Pacifics they replaced, the Alco PA's also soldiered on for a few extra years after their passenger career was over by 1961, but also like the Pacifics, in far less glamorous freight service. Most of the PA's survived until 1963/'64, but only one made it to 1965. The last LV Alco PA, number 606, was traded in to Alco in late 1965, on a C628 order.14 The Alco PA era on the LV was short, only 17 years! but they remain a "fan favorite" to this day. Everyone who models the LV has at least one pair of PA's on their personal model railroad roster! ![]() postcard - photographer unknown.
|
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| ................... |
|
||||||||||||||||
|
Built 1948 Rostered 1948 - 1972 ![]() LV 200, Sayre PA - date and photographer
unknown.
Greg Robbins collection, used with permission. Number 200 arrived
in late 1948, the LV's only Baldwin roadswitcher.
Originally equipped with a steam generator! she was
intended to be a dual-purpose passenger and freight
locomotive for the lightly traveled upstate NY
Auburn Division branch lines. She did serve in that
role briefly, however after the RS2's and RS3's
arrived a few years later, and the end of passenger
service, Number 200 was demoted to yard switcher
duty at Sayre, where she spent the majority of her
career, never straying far from the Sayre shops who
kept her running. She did have a long career
however! (for a Baldwin) serving 24 years with the
LV before being retired in 1971, and traded in on
the GP38-2 order in 1972.14
Number 200 arrived new in the "Cornell Red with three black stripes" scheme, and was later given a fresh Tuscan scheme sometime in the 60's. She was originally class BB-9, and was later reclassed DRS1.14 ![]() LV 200, Sayre PA, date and
photographer unknown.
|
||||||||||||||||
| ................... |
|
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
Built 1948 Rostered 1948 - 1972 ![]() EMD promotional painting, 1948
The floodgates opened on full-scale mainline
dieselization in 1948! (Although the FT's had arrived in
1945, there weren't enough of them to put an end to
steam operations quite yet.) But in 1948 the LV went
all-in, ordering 55 new diesels in 1948 alone! and an
additional 115 new units through 1949, 1950 and 1951,
making a total of 170 new diesel locomotives in the four
years between 1948 and 1951, which put a final end to
steam operations on the LV; the last steam locomotive
operating on September 15, 1951.The "Wyoming Killers", ending most mainline steam for freight, were a group of Twenty EMD F3's, and an additional Twenty Alco FA's, ordered in 1948. (And the Alco PA's also arrived in 1948, ending steam in passenger service.) The LV ordered Twenty EMD F3's in 1948, ten A-units and ten B-units. A-units were even road numbers, B-units were odd. All arrived new in 1948, and all were upgraded to F7 standards in the 1950's, although they kept their road numbers and were still referred to as F3's. The majority were traded in or sold through the middle and late 1960's, although four B-units (and only F3B's!) made it into the 1970's: 519 and 525 were traded-in in 1971, and the final two of the class, 513 and 521, made it to December 1972 (along with two F7A's) before being traded-in on the GP38-2's.14 All F3's arrived new in the "Cornell Red with three blaack stripes" scheme, and a few made it into Tuscan in the 60's and early 70's. They were originally class DF2, and were later reclassed as EF15.14
|
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| ................... |
|
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
Built 1948 Rostered 1948 - 1966 ![]() A beautiful ABBA set of LV Alco FA's leads a train east out of Sayre in 1960. In the lead is the "class unit" number 530. Photo by Mac Owen, Joseph Testagrose collection. used with permission. The LV is often consided an "Alco road"..It was well known for its Alco steam and diesels. (Even though in the end, EMD's did end up outnumbering Alco diesels on the LV roster.) When the LV was in the process of dieselizing in the late 1940's, it favored EMD and Alco fairly equally. In addition to the twenty EMD F3's listed above, the LV also ordered an equal amount of Alco's freight unit, the Alco FA-1. Also, like the F3's, ordering ten A-units and ten B-units. The FA-1's arrived new in 1948, also wearing the (by then) standard LV scheme of Cornell Red with three black stripes. Most of the FA's served their whole career in their original paintscheme, although a few did recieve Tuscan as their second paintscheme. The FA's had a respectable career, but didnt last quite as long as their EMD counterparts. Four only lasted 12 years, being traded-in in 1960, over half were gone in 1964, and the remainder made it to 1966. (the FA2's were also all off the roster by 1966) The FA1's were originally Class DF3, and were later reclassified as AF15. All twenty were rebuilt between 1956 and 1959 at Sayre or at Alco and upgraded to 1600hp.14
exact builders numbers for the FA1's are uncertain, extra220 south repeats some xxxxxxxx |
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| ................... |

|
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
Built 1949 - 1950 Rostered 1949 - 1974 ![]() The LV purchased its
second batch of Baldwin switchers in 1949/1950, in
the forum of nine DS44-10's. These units were among
the last DS44-10's built. (The following year the LV
would buy the earliest Baldwin S12's)
The nine DS44-10's served the LV well, operating through all of the 1950's and 1960's, and most surviving into the 70's. A few made it all the way to December 1974 and nearly recieved Conrail numbers on paper, but didnt make it to Conrail in the end, instead being traded-in on the U-boats. (No LV Baldwins made it to Conrail.) An interesting roster note for a few of the DS44-10's and the S12's: A few of these Baldwins recieved new road numbers! Some of them (four units total) had their road numbers switched around when they were ready to be traded in, the numbers being swapped for accounting purposes.14 DS44-10 number 141 swapped numbers with 148, on October 22, 1972: The original 141:1 was renumbured to 148:2 when it was traded in. Then the original 148:1 was renumbured to 141:2, and then operated as the 141:2 for another two years. Two S12's also swapped numbers, 236 and 242, also in 1972: The original 236:1 was renumbured to 242:2 when it was traded in. Then the original 242:1 was renumbured to 236:2. The DS44-10's and the NW2's were the first LV switchers to arrive new in the "Cornell Red with three black stripes" scheme, the first units in each class were built in June 1949.
|
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| ................... |
|
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
Built 1949 Rostered 1949 - 1976 The LV ordered
seven new EMD NW2 switchers in 1949. The
DS44-10's
and the NW2's were the first LV switchers to
arrive new in the "Cornell Red with three black
stripes" scheme, the first units in each class
were built in June 1949. Originally class DS6,
they were later re-classified to ES10.
Six of the seven units made it to Conrail, and 182 (as CR 9244) was the oldest LV locomotive still on the Conrail roster in 1982.14
There are no known surviving LV NW2's. |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| ................... |
|
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
Alco RS2 & RS3
Built 1949 - 1955 Rostered 1949 - 1976 Since the careers of the LV RS2's and RS3's were so intertwined, I thought it made sense to have them share one section. The LV's first Alco road switchers were five RS2's, 210:1, 211:1, 212,:1, 213 and 214, which arrived in mid-1949 and early 1950. Two more RS2's were then purchased in late 1950, originally owned by the C&O, who returned them to Alco nearly new. Then two new RS3's arrived at the end of 1950. This was the 9-unit RS2 and RS3 fleet for 20 years, LV 210 to 218, until the 1970's, when four more units arrived second-hand. In June 1970 the LV performed a swap with its corporate parent Penn Central. Three of the LV's original RS2's, 210:1, 211:1 and 212:1, now 20 years old and worn out after a good career, were swapped to PC for three RS3's in better condition. For accounting purposes the three new units were given the same road numbers, becoming 210:2, 211:2 and 212:2. PC then traded in the RS2's on new PC units. In January 1972 the LV purchased it's last Alco RS, buying the former Tennessee Central RS3 251, and giving it the highest LV RS3 number, number 219. Four of the original units, RS2's 210:1, 213, 214, and RS3 215, were built new with steam generators, so they could be used as back-up passenger units if necessary.14 They were very seldom used in this capacity however, since the LV had the PA's for primary passenger service, and also four FA2's with steam generators for back-up passenger service. There are a few photos of the FA2's with steam generators in back-up passenger service, however I am not aware of any photos of a RS2 or RS3 in passenger service! It must have been very rare, and the units spent the vast majority of their careers as regular freight units. The LV owned a total of 13 Alco RS2's and RS3's. the original 9 units were originally class BB9, they were later re-classed to DRS1. The units purchased new in 1949 and 1950 arrived new in the Cornell Red with three black stripes scheme, and the RS2's and RS3's as a group wore many different LV paintschemes over the course of their careers.
Only 211:2 survives today. See the LV Survivors webpage for more detailed disposition information for all the units. |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| ................... |

|
||||||||||||||||
|
Alco S1
Built 1950 Rostered 1950 - 1969 The LV had four diesel models that only had a single representative on the roster: One Alco HH600, one Alco HH660, one Baldwin DRS44-15, and now the fourth and last single-unit order, one solitary Alco S1. Why the LV ordered a single 660 hp Alco S1 in 1950, when it already rostered sixteen 1,000 hp S2's delivered over the previous decade, is a mystery! Perhaps the less horsepower was acceptable for a specific purpose the LV had in mind for the locomotive? The exact reason is unknown, but in any event the LV's only Alco S1 arrived new in 1950. 117 was delivered new in the "Cornell Red with three black stripes" scheme, and she was around long enough to receive a second scheme in Tuscan. She was sold by the LV in 1969 to Precision Engineering (a dealer) then she went to Goldkist corp No. 117, Valdosta GA, in 1970, and then to Vulcan Materials No. 5789, Geismar, LA, in 1978.14
|
||||||||||||||||
| ................... |
|
||||||||||||||||||||||||||||||||||||||||||||
|
EMD SW7
Built 1950 Rostered 1950 - 1976 ![]() LV 223, EMD Builders photo. Greg Gunshore collection. The
LV ordered five new SW7's from EMD in 1950. All five
survived to Conrail, and were retired by CR in 1981
and 1982.
Originally class DS7, they were later reclassified to ES12.14
|
||||||||||||||||||||||||||||||||||||||||||||
| ................... |
|
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
Built 1950 Rostered 1950 - 1974 ![]() LV 243, Sayre PA - date and photographer
unknown.
The LV seemed happy with Baldwin switchers, they kept
going back for more. The third and final group of
Baldwin switchers on the LV was a group of fourteen
Baldwin S12's, ordered new in 1950. Originally class
DS7, they were later reclassified as BS12.Greg Robbins collection, used with permission. The three Baldwin switcher models on the LV, the VO-1000, the DS44-10, and the S12, were all very similar models, with only incremental evolutionary changes between them. Between the three classes, the LV owned a total of 28 Baldwin switchers, and the one solitary Baldwin road switcher. Even though the LV did appear to like Baldwin switchers, apart from the single road switcher (number 200, which was used more in a switcher role by the LV) the LV never bought any other Baldwin road units. Baldwin lost the diesel race and stopped producing diesel locomotives in 1956, the first of the major builders to cease production. (Alco would soldier on until 1969) The S12's would be the final LV Baldwins, built in September and October of 1950. Originally class DS-7, they would later be reclassified as BS12.14 All arrived new in the "Cornell Red with three black stripes" scheme, and a few did survive to recieve a second paintscheme of Tuscan in the 1960's. Like their nearly identical sisters the DS44-10's, The S12's served the LV well, operating through all of the 1950's and 1960's, and most surviving into the 70's. A few made it all the way to December 1974 and nearly recieved Conrail numbers on paper, but didnt make it to Conrail in the end, instead being traded-in on the U-boats. (No LV Baldwins made it to Conrail.) 234 and 240 were the last Baldwins on the LV, surviving to December 1974, and probably traded to GE on the U23B order.14 An interesting roster note for a few of the DS44-10's and the S12's: A few of these Baldwins recieved new road numbers! Some of them (four units total) had their road numbers switched around when they were ready to be traded in, the numbers being swapped for accounting purposes.14 DS44-10 number 141 swapped numbers with 148, on October 22, 1972: The original 141:1 was renumbured to 148:2 when it was traded in. Then the original 148:1 was renumbured to 141:2, and then operated as the 141:2 for another two years. Two S12's also swapped numbers, 236 and 242, also in 1972: The original 236:1 was renumbured to 242:2 when it was traded in. Then the original 242:1 was renumbured to 236:2.
|
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| ................... |
|
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
"The Pups" Built 1950 - 1952 Rostered 1950 - 1976 ![]() Lehigh Valley SW-8 269
and four other Pups lead the westbound "Hazelton Man"
past the west end of the
CNJ, in the Lehigh Gorge at Hetchel PA; June 14, 1970. Photo by Rich Taylor, used with permission. ![]() LV 257 - Hazleton PA - 1968. Houser Photo, Greg Gunshore Collection - Used with Permission. ![]() LV 261 - Hazleton PA - October 3, 1968. Houser Photo, Greg Gunshore Collection - Used with Permission. The LV's EMD SW8's,
affectionately known by railroad men and fans alike
as "Pups", are one of the better known classes of LV
locomotives, and certainty the most "famous" of LV
switchers. They have earned their fame for several
reasons:
1. They were the largest single class/type of LV diesels, 27 units. 2. They are also the single largest class of surviving LV units today, 17 still survive in 2017. 3. But they are most well-known because of the special features and special use of eighteen of them, very unusual for switchers: Eighteen of the SW8's were equipped with dynamic brakes! MU-capability on both ends, and headlights on both ends, features very uncommon for switchers, and the LV ordered these features so they could use them in multiple-unit lashups, often four or five together, in the coal fields of Pennsylvania, where the twisting, tight curves and grades made the smaller locomotives ideal. They were essentially used as "road units"! but on the twisting mountainous branch lines in the Anthracite coal fields. Quite an unusual sight! 18 of the LV's 27 SW8's were equipped with dynamic brakes and MU-capability, nine were not.22 The units with dynamic brakes are easily identifiable by a distinct dynamic brake "hump" just in front of the cab, with cooling grates on the side, and a fan on top: http://www.anthraciterailroads.org/lvrr/images/lv269agd.jpg The concept of using switchers in multiple-unit lash-ups as pseudo "road units" was developed by xxxx? and in addition to "pups" they have also been known as "super switchers" SW8's 274, 275 and 276 were the last switchers purchased by the LV. The three were built in December 1952.14 Some have said that *any* and all LV EMD switchers were called "pups", while others believe that it was only the "special" eighteen units with dynamic brakes, MU on both end, headlights on both ends, used in multiple-unit lashups, that were the ones called "Pups". Its unclear, however I believe the latter. The column for "Pup" in the list below gives a Y (yes) for the 18 SW8's with the special features, and a N (no) for the nine without.22
All 27 SW8's survived to Conrail, becoming CR 8664 - 8690. Conrail removed the dynamic brakes, taking out the internal brake apparatus under the hood, removing the side cooling grates and hood-top fan, plating over the openings, but leaving the "hump" itself intact. Many of the surviving "Pups" still show their distinctive "hump" today, just in front of the cab: ![]() Wellsboro & Corning SW8 No. 800. Originally LV 262. Wellsboro PA, 2/14/2003, Scot Lawrence photo. Click here for more photos of Wellsboro & Corning #800. Now (in 2017) North Shore 774. |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| ................... |
|
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
Built 1950 - 1951 Rostered 1950 - 1972 ![]() LV 572, February 15, 1971. Rich Taylor photo, used with permission. The LV purchased it's third and final model of EMD cab units (after the FT's and F3's) in 1950 and '51, Fourteen EMD F7's. The fourteen F7's were comprised of eight F7A's and six F7B's. They were ordered in three ABBA sets, plus two additional A-units.14 All were delivered new in the "Cornell Red with three black stripes" scheme, and a few got a second scheme of Tuscan. Originally class DF4, they later were reclassified as EF15.14 Being the newest EMD cab units, they survived the longest, and they survived longer overall than their Alco FA2 contemporaries (also from 1950 and '51). The first F7's were retired in 1967 and 1968, and two survived to 1972, along with two F3B's. The LV's final four cab units were: F3B 513 F3B 521 F7A 562 F7A 572 All four were traded in to EMD during December 1972 on the GP38-2 order.14 No LV cab units, EMD or Alco, survived to Conrail.
|
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| ................... |
|
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
Alco FA2
Originally class DF5, they were later
reclassified as AF16.14Built 1950 - 1951 Rostered 1950 - 1966 Two years after buying twenty
FA1's from Alco, the LV returned for a second order
of Alco freight cab units in 1950, this time
ordering an additional twelve units. By this time
the FA1 had been replaced by the FA2 in the Alco
catalog.
The LV's dozen units came in the form of 8 FA2's and 4 FB2's, built between November 1950 and January 1951.
The FA2's were the last cab units built for the LV, the last four, numbers 585, 587, 592 and 594, built in April 1951.14 As a class, they served 24 years on the LV, the last surviving until November 1964. Concerning the LV's "FA2's with steam generators" (For simplicity, all twelve of the units are often called, as a group, "FA2's" even though some are B-units. This is common convention.) Four of the LV's twelve FA2's had steam generators so they could be used as backup passenger locomotives if necessary. Their use as passenger locomotives was very uncommon however, and they spent the majority of their careers as standard freight units. The four units with steam generators were: 590 - FA2 594 - FA2 583 - FB2 587 - FB2 We know that FA2 590 and FB2 587 were both built new with steam generators.16. But there is no early (1950 or 1951) record of 594 and 583 also being built with steam generators..but! we do know, from several sources, that "In 1955, FA/Bs Nos. 583 and 594 returned to Schenectady where they underwent several major mechanical changes, chief among the many upgrades was the installation of a new 1800-horsepower V-12 251 engine. For nearly a year the pair of prototype "FA-3s" served as rolling test beds and enabled Alco product development engineers to assess the new power plant's performance and rediness to replace the 244 engine. Alco re-installed the V12 244 prime movers in the two carbodies, which remained on the roster for another seven years.".26 So based on that, it is plausible to conclude that 590 and 587 were the first two built with steam generators, ordered new that way from Alco, then 594 and 583 likely received their steam generators in 1955 when they had their 251 engines installed as part of the 251 engine test project. More research is needed however, since this is not confirmed. All four units had their steam generators removed in February 1960.21 These four units were always classified as FA2's and FB2's which just happened to have steam generators, they were never classified as FPA2 units, not by the LV, not by Alco, not by anyone. From 1950 until 2003, fifty two years, the world had never seen any reference to a LV FPA, ever, because they never existed. But unfortunately a bit of misinformation began with a book in 2003, then on the internet in 2005, which has led to a bit of confusion, although it is now mostly cleared up. The original source of the LV FPA information is from a book published in 2003, see section 4, below, for details. Then it continued on a railfan discussion forum in 2005, when someone made an innocent mistake. Someone assumed: "If it has a steam generator, then it must be a FPA, therefore the LV had FPA's" (I dont believe this original 2005 assumption was based on the Steinbrenner book, that connection wasn't made until a second railfan forum discussion in 2008.) Assuming the LV units should be called FPA's is a perfectly reasonable assumption, if made in a vacuum.. but it's also just a personal guess, a broad generalization, based on no data, and also completely wrong. That person was simply unaware of the history of the LV units. And unfortunately, because of the internet, that incorrect assumption has spread a bit, making its way into some website LV rosters and at least one magazine article. The website rosters have mostly been corrected, but the book and magazine article are unfortunate, because they now can't be corrected. But mistakes happen. In an attempt to resolve this question once and for all, and to set the record straight permanently, I am going to list all known data, from both sides of the question, on this page. Section 1 - Historic records referencing the LV units, that do not mention model FA2 or FPA2 at all: 1.) Actual Alco builder records! it would seem that Alco itself would be the best source for resolving this question, what did Alco itself call the units in 1950 and 1951? but surprisingly, Alco is no help, because we do actually have the actual Alco production records from 1950 and 1951! that list the LV units! but, Alco was not actually using the term FA2 or FPA2 at that time on the lists, neither model designation is listed on the Alco records, here is an excerpt from the list showing the LV units: ![]() It was standard procedure for Alco at this time to not use the "regular" model names that we most commonly know today. instead, Alco internally referred to the FA2 as DL-212, the PA as DL-304, the RS2 as E-1661, etc.29 Also, those Alco records make no distinction whatsoever between the LV's "regular" FA2's and the two units that we know were built new with steam generators, the records are the same for both types of LV units.26 Also, for all FA2 and FPA2's, Alco gave the exact same designation to both models, both were model DL-212 (FA2 and FPA2) and model DL-213 (FB2 and FPB2).26 2.) LV records recovered from Lehigh Valley Sayre Shops by Joseph Fabregas of Waverly, N.Y. Authorization for Expenditure (AFE's). These are the LV's own records from the same time period as the Alco records above, also from 1950 and 1951 when the units were ordered, the AFE says: "Purchase of two Alco diesel road freight units 590 (A) and 587 (B). Delivered 11-15 and 12-3-51 respectively. Equipped with steam generator." Like the Alco records, they do not specifically say FA2 or FPA2 either, but they do say road freight units, in reference to the units with steam generators. They are described in the same way as the units without steam generators. Section 2 - The evidence that Alco referred to any FA with a steam generator as a FPA, in a general sense, but not specifically referencing the LV units: 1.) There is one reference from Alco saying that any FA with a steam generator should be called a FPA, but! the reference is from 1965, fifteen years after the LV units were built, and so has no bearing on what was going on in 1950. The letter is dated November 30, 1965, File 99-87, to Mr. J.V. Sylvester., and reads in part: "An up-to-date listing follows of our locomotive model number and specification numbers together with their various designations. The following explanation of the letters used for designating model numbers is offered. S - Switcher RS- Road Switcher P - Road Passenger F - Freight FP - road Freight with steam generator T - Transfer You will notice that many model number designations are missing due to the recent preference for eliminating model numbers altogether. For some of the older models, no number was found to be available" .29 The letter then also lists the FA/B2 and the FPA/B2 having the same model numbers, DL-212 and DL-213. This letter has occasionally been cited as "proof" that the LV units must have been FPA's, but its a poor reference for making that conclusion definitively, for several reasons: 1. It was written in 1965, which has no bearing on what did or didn't happen in 1950. 2. It appears to be an answer to a request for very general model information from someone from outside of the company, perhaps a hobbyist or someone writing an article. 3. The letter admits that the data is incomplete: "many model number designations are missing", "For some of the older models, no number was found to be available." So its clearly not conclusive for what was happening with the LV units specifically in 1950. It was simply a reply to a request for some general model number information, and in 1965 it made sense for Alco to say, in a general sense, "FPA for an FA with a steam generator", but that reply is based on what the recipient of the letter needs, and is not in any way in-depth for the smaller nuances of every railroad and all the models the received, it's simply a generalization from 1965. Section 3 - The evidence for the LV units with steam generators being called FA2's and FB2's: 1.) 1950 - LV records recovered from Lehigh Valley Sayre Shops by Joseph Fabregas of Waverly, N.Y. Authorization for Expenditure (AFE's). "Purchase of six 1,600 H.P. road freight "A" units and two 1,600 H.P. "B" units from Alco, delivered 11 and 12-1950. A Units 580, 582, 484, 586, 588, 590. Weight on rails, 242,950 lbs., tractive effort, 72,885 lbs. B-B wheel arrangement. Cost of each unit, $166,719.33. "B" units 581, 583, 1,600 H.P. Weight on rails, 242,590 lbs., tractive effort, 72,777 lbs. Cost of each unit, $149,870.20. " (bold emphasis added) 2.) The LV's own classification of the locomotives. All twelve of the LV FA2's (the four with steam generators, and the eight without) all were given the same classification by the LV. All were originally class DF5, which stands for Diesel Freight, (and the 5 simply means "the 5th LV road unit type", FT, F3, FA1, F7, FA2, a not very useful numerical designation that was later corrected.) Then they were all later re-classified as AF16, which stands for Alco Freight 1600HP. If the four units with steam generators had a completely different locomotive model designation from the other eight units, such as FPA2 versus FA2, it seems logical that the LV would have put those four units in a different class..but they didn't, twice, because they were all officially FA2's and none were FPA2's. Since the units were always FA2's, naturally this was reflected in all the LV books and rosters that were printed before (and after) 2003: 3.) 1972 - Book: The Railway and Locomotive Historical Society, Bulletin No. 126, Lehigh Valley Issue. Compiled by William D. Edson from data supplied by C.T. Andrews and G.M. Best. (this was written in 1972, while the LV still existed.) LV Roster, page 100 and 101: Class DF-5 B-B Diesel Electric Freight: 1600 HP (Model FA-2) A units. 580 582 584 586 588 590 592 594 Class DF-5 B-B Diesel Electric Freight: 1600 HP (Model FB-2) B units 581 583 585 587 4.) 1975 - Trains magazine: "Alcos Big Bid to be the Best, The million-miles-before-overhaul diesel" by J. David Ingles. A 2-part article, both are available online: http://ctr.trains.com/~/media/files/pdf/alcos-big-bid1.pdf http://ctr.trains.com/~/media/files/pdf/alcos-big-bid2.pdf The FA production roster in this article clearly states the the B&O, GN, L&N, MP all had FPA2's. and it also clearly states that the LV only had FA2's, including the LV's steam-generator equipped units: ![]() See section 5 below for more detail on this article. 5.) 1982 - Magazine: Extra 2200 South, issue 77. Final LV roster by Dan Dover, Research sources: J.W. Hulsman, Bert Pennypacker, Richard Jahn, Bob Wilt. Roster, page 19: "DF5 AF16 580-588 (even) Alco FA2 DF5 AF16 581,583 Alco FB2 DF5 AF16 585,587 Alco FB2 DF5 AF16 590 Alco FA2 DF5 AF16 592, 594 Alco FA2" 6.) 1982 - Magazine: Extra 2200 South, issue 77. Final roster by Dan Dover, Research sources: J.W. Hulsman, Bert Pennypacker, Richard Jahn, Bob Wilt. Photo of FA2 594, page 20, authors caption: "Twelve FA/B2's were to be the Valley's last cab units with several fitted with steam generators for backup passenger service. A rare shot of 594, 583, 590 on special 14-car passenger train in nice down-on view. The same B-unit with two different A's, led by 580, await a more common freight assignment." 7.) 1982 - Magazine: Extra 2200 South, issue 77. Final roster by Dan Dover, Research sources: J.W. Hulsman, Bert Pennypacker, Richard Jahn, Bob Wilt. Roster, page 19, note 38: 1985 - Book: Volume V, A Pictorial Review, Sayre Pennsylvania and vicinity on the Lehigh Valley Railroad. Published by the Valley Railroad Museum, Sayre PA. Photo of FA2 590, page 28, authors caption: "#590 FA-2 Alco - New 11/50, rebuilt 2/62. K. Kramer photo." 8.) 1989 - Book: Lehigh Valley Railroad in Color, Volume 1, by Robert J. Yanosey. LV roster, page 6: "580 - 594, Alco FA/B2's" 9.) 1989 - Book: Lehigh Valley Railroad in Color, Volume 1, by Robert J. Yanosey. Photo on page 112 of unit 590, authors caption: "Shut down and still, FA2 590 awaits the morning shift..." 10.) 1989 - Book: Lehigh Valley Railroad in Color, Volume 1, by Robert J. Yanosey. Photo on page 114 of unit 590, authors caption: "Steam generator equipped FA2 590 (the same unit seen a page back in the Sayre Shops) has drawn a railfan excursion to Auburn.." 11.) 1991 - Book: Lehigh Valley Railroad in Color, Volume 2, by Robert J. Yanosey. LV roster, page 5: "580 - 594, Alco FA/B2's" 12.) 1991 - Book: Lehigh Valley Railroad in Color, Volume 2, by Robert J. Yanosey. Photo on page 36 of FA2's pulling a passenger train, authors caption: "Al Holtz didnt climb that slippery hill for just the shot of the local freight. Here's #28 the JOHN WILKES that same day behind an uncommon FA/FB2 combination." (the "John Wilkes" is a passenger train being hauled by the FA's, and the author specifically calls them a FA/FB2 combination.) 13.) 1991 - Book: Lehigh Valley Railroad in Color, Volume 2, by Robert J. Yanosey. Photo on page 36 of FA2's pulling a passenger train, authors caption: "Moving quickly, Al was able to capture the rear end of #28 as it sped through Phillipsburg. Since the John Wilkes was still operating from Pittston/Wilkes-Barre at that time, it had a larger consist of seven cars and with most trains drawing two PA's during this snow period, the ambidexterous FA/FB2's came in handy." 14.) 1991 - Book: Lehigh Valley Railroad in Color, Volume 2, by Robert J. Yanosey. Photo on page 46 of FA2's of XXXX, authors caption: "Utilizing FA's. As we saw earlier, the Valley sometimes used steam-equipped FA2's during seasonal rushes or on extras.." 15.) 1991 - Book: Lehigh Valley Railroad in Color, Volume 2, by Robert J. Yanosey. Photo on page 119 of FA2 590, authors caption: "The best way to distinquish FA/B2's fromFA/B1's is the location of the radiator shutter opening. On FA2 #590 the roofline radiator (and rooftop cooling fan) is located above the rear truck, while on trailing FB1 #539 it is located at the extreme rear of the unit." 16.) 1993 - Book: Lehigh Valley Railroad, The New York Division, by Mike Bednar. Page 137, LV Roster: "580 Alco 74276 FA2 1600 1950 Traded to Alco 1965 581 Alco 78283 FB2 1600 1950 Traded to Alco 1965 582 Alco 74277 FA2 1600 1950 Traded to Alco 1966 583 Alco 78284 FB2 1600 1950 Traded to Alco 1965 584 Alco 74278 FA2 1600 1950 Traded to Alco 1965 585 Alco 74276 FB2 1600 1951 Traded to Alco 1964 586 Alco 78657 FA2 1600 1950 Traded to Alco 1965 587 Alco 74279 FB2 1600 1951 Traded to Alco 1964 588 Alco 78658 FA2 1600 1950 Traded to Alco 1965 590 Alco 78351 FA2 1600 1950 Traded to Alco 1965 592 Alco 78624 FA2 1600 1951 Traded to Alco 1966 594 Alco 78625 FA2 1600 1951 Traded to Alco 1966" 17.) 1999 - Book: Lehigh Valley Railroad in Color, Volume 3, by Jeremy F. Plant and Richard T. Steinbrenner. LV roster, page 7: "DF-5........580-594even........FA-2........Alco-GE........1600.......1950-51........590, 594 sg DF-5........581-597................FB-2........Alco-GE........1600.......1950-51........583 sg" (Note that Richard Steinbrenner is the co-author of this book from 1999, that says FA2 for the LV steam-generator equipped units, but then he is also the original source of the FPA2 controversy, beginning with his 2003 Alco Centennial book. He is listed on both sides of the fence! ;) 18.) 2003 - Book: Trackside around Sayre-Towanda-Waverly with Lloyd Hall. by Jeremy F. Plant and Bill Caloroso. Photo of FA2 594, page 73, authors caption: "In August 1960 FA2 594 is moving a tank car past the Sayre station." .... "The highest numbered of the FAs, the 594 went as a trade-in to Alco in 1966." 19.) 2005 - Book: Alco's FA, Running in the Shadow: An in-depth Look at the Alco-GE / MLW FA Series. By R. Craig Rutherford. R. Craig Rutherford (who is also the author/creator of https://www.thedieselshop.us) literally "wrote the book" on the Alco FA series in 2005. This book has a chapter on each railroad that owned FA-series locomotives, including the LV. Every reference to LV units in this book refers to FA2's, even when discussing the steam-generator equipped units. "The Railroad again turned to Alco-GE in 1950/1951 for more new units, this time the order was for eight FA-2's and four FB-2's." 20.) 2007 - Book: Lehigh Valley Railroad in Color, Volume 4, by Mitchell E. Dackelman. LV roster, page 9: "580-594 even........FA2........Alco-GE........1600........1950-1951........590, 594 = steam gen. 581-587odd..........FB2........Alco-GE........1600........1950-1951........583 = steam gen." 21.) 2007 - Book: Lehigh Valley Railroad in Color, Volume 4, by Mitchell E. Dackelman. Page 26, photo of FA2 set, authors caption: "At East Penn Junction, Allentown, Charlie Houser, Sr. captured FA2 set 580-582 on October 12, 1952. The Alcos were delivered in the EMD inspired Cornell Red and black scheme as designed by Ben Dedek's 1945 FT paint rendition. On both EMD and Alco cab units even numbers were assigned to the A units, while odd numbers were assigned to the B units. Engine 580 was the class leader of the later FA2's, consisting of eight A units and four B units in which a number of A and B units could be combined depending on the power needs of the train. This was the building block concept of adding power as required designed by EMD mechanical engineer Dick Dilworth. Several FA2's were equipped with steam generators in the event they were called for passenger service. Engine 580 was traded to Alco in 1965 toward new C628 locomotives. (The Houser Collection)" 22.) 2007 - Book: Lehigh Valley Railroad in Color, Volume 4, by Mitchell E. Dackelman. Page 26, photo of FA2 592, authors caption: "Not too long before her retirement in 1965 Bill Brennan captured paint-worn FA2 592 at Oak Island yard. Cab units 592 and 594 were the last FA2's acquired, both in April 1951, and having builders numbers 78624 and 78625. So that's 22 individual references, from eleven individual books and magazines: 1972 - Book: The Railway and Locomotive Historical Society, Bulletin No. 126, Lehigh Valley Issue. 1975 - Trains magazine: "Alcos Big Bid to be the Best, The million-miles-before-overhaul diesel" by J. David Ingles. 1982 - Magazine: Extra 2200 South, issue 77. 1985 - Book: Volume V, A Pictorial Review, Sayre Pennsylvania and vicinity on the Lehigh Valley Railroad. 1989 - Book: Lehigh Valley Railroad in Color, Volume 1, by Robert J. Yanosey. 1991 - Book: Lehigh Valley Railroad in Color, Volume 2, by Robert J. Yanosey. 1993 - Book: Lehigh Valley Railroad, The New York Division, by Mike Bednar. 1999 - Book: Lehigh Valley Railroad in Color, Volume 3, by Jeremy F. Plant and Richard T. Steinbrenner. 2003 - Book: Trackside around Sayre-Towanda-Waverly with Lloyd Hall. by Jeremy F. Plant and Bill Caloroso. 2005 - Book: Alco's FA, Running in the Shadow: An in-depth Look at the Alco-GE/MLW FA Series. By R. Craig Rutherford. 2007 - Book: Lehigh Valley Railroad in Color, Volume 4, by Mitchell E. Dackelman. From 16 individuals, many of whom are well-known authors and railroad historians: C.T. Andrews Mike Bednar G.M. Best Bill Caloroso Dan Dover Mitchell E. Dackelman William D. Edson J.W. Hulsman J. David Ingles Richard Jahn Bert Pennypacker Jeremy F. Plant R. Craig Rutherford Richard T. Steinbrenner Robert J. Yanosey Bob Wilt Also including: The Railway and Locomotive Historical Society Extra 2200 South magazine The Valley Railroad Museum, Sayre PA EVERY one of those sources above says the Four LV units that were equipped with steam generators were called Alco FA2's and FB2's. Data spanning 1950 to 2007. There is not one single mention of a FPA in any of those sources above. They were always referred to a FA2's for: 57 years, 1950 to 2007. 22 known individual references. (and there are still more to be found) 16 authors and historians. 11 books and magazines. 2 historical societies. 1 well-known magazine (extra 2200 south) that specializes in compiling rosters and locomotive data. Section 4 - The evidence for the LV units specifically, with steam generators, being called "FPA2's" 1.) One book - The American Locomotive Company: A Centennial Remembrance. by Richard T. Steinbrenner, 2003. Richard Steinbrenner's excellent 2003 book is almost certaintly the original source of the LV FPA controversy. No record of a LV FPA had ever been seen before 2003. We dont know why Mr. Steinbrenner called the LV units FPA's, specific sources are not listed, it can only be assumed that he called them FPA's simply because he thought that's what they should be called, because they had steam generators. (or perhaps he based it from the 1965 letter, discussed above) I dont believe there were any specific Alco production records to make the FPA judgment, because the book says there were two LV FPA's (and if you did believe the "any FA with a steam generator must be a FPA" theory, you would need to count four of them) and in addition to the incorrect FPA nomenclature, the book does contain several other errors in relation to the LV. But in fairness it should be noted that the book is about the entire history of Alco! an epic undertaking, and a great book on the subject..but, it is not a book specific to the LV by any means and does not go into great detail about the LV specifically. I'm a huge fan of Mr. Steinbrenner and his lifetime of work as a railroad historian, and when I began writing this section in 2017 I had hoped that perhaps I could attempt to contact him to ask his thoughts on this topic, but unfortunately I discovered that he passed away in January 2016. There has also been the same speculation, online, that "If it has a steam generator, then it must be a FPA, therefore the LV had FPA's", and as I said before, that's a perfectly reasonable assumption, if made in a vacuum..but it's also just a personal guess, a broad generalization, based on no data, and also completely wrong. This opinion was first seen on-line in 2005, after the publication of the Steinbrenner book in 2003. Summary of all the data so far:
Section 5 - Other Railroads that received FA2's with steam-generators in the early 50's, what did they call them? There were a total of Six railroads, (five US railroads and NdeM), who received FA2's and FPA2's equipped with steam generators from the Schenectady Alco FA2 and FPA2 production run: (this is not counting FPA2's built by MLW.) Baltimore & Ohio Great Northern Lehigh Valley Louisville & Nashville Missouri Pacific NdeM What did those other railroads, besides the LV, call their steam-generator equipped FA's? The oldest known collection of the FA2/FPA2 full roster data goes back to 1975, from an article in Trains magazine: "Alcos Big Bid to be the Best, The million-miles-before-overhaul diesel" by J. David Ingles. A 2-part article, both are available online: http://ctr.trains.com/~/media/files/pdf/alcos-big-bid1.pdf http://ctr.trains.com/~/media/files/pdf/alcos-big-bid2.pdf And its important to note that 1975 was years before the internet, only 25 years after the units were built, only 10 years after most were retired, only 6 years after Alco ceased production, and now (as this is being written in 2017) 42 years in the past. This data is *much* closer to the original lifetimes of the locomotives, and the Alco company, than anything on the internet today..So what does it say? It says very clearly that B&O, GN, L&N, MP and NdeM all owned FPA2's. and it does *not* mention, at all, that the LV owned FPA2's! The LV data only mentions FA2's. Click here for the roster: http://ctr.trains.com/~/media/files/pdf/alcos-big-bid1.pdf So the data that says the LV was left out of the "FPA2 club" goes back a long way. 1975 is the earliest known compiling of the entire FA2/FPA2 production roster, and it clearly says only FA2's for the LV. (The 2005 book "Alco's FA, Running in the Shadow: An in-depth Look at the Alco-GE / MLW FA Series." By R. Craig Rutherford, has a detailed chapter for each railroad that owned FA-series locomotives, and it also talks about FPA2's for the B&O, GN, L&N, MP, and NdeM, and also does not mention FPA's for the LV.) Another piece of data in that 1975 Trains magazine article further supports the fact that the LV only had FA2's and no FPA2's. It says total FPA2 production was 71 units, with 19 of those built by MLW, and it says FPB2 production was 24 units, with 14 being built by MLW. Can we line-up the known B&O, GN, L&N, LV, MP and NdeM production with those numbers? it turns out that yes, we can, exactly. FPA2 - 71 units minus 19 for MLW = 52 Schenectady-built FPA2's. 24 FPB2 - 24 units minus 14 for MLW = 10 Schenectady-built FPB2's. 24 Sources for the numbers below are: 24. 1975 - Magazine article: "Alcos Big Bid to be the Best, The million-miles-before-overhaul diesel" by J. David Ingles. Trains magazine, June and July 1975. (about the Alco FA series) 26. 2005 - Book: "Alco's FA, Running in the Shadow: An in-depth Look at the Alco-GE / MLW FA Series." By R. Craig Rutherford. B&O - 10 FPA2 and 5 FPB2. 24 & 26 L&N - 5 FPA2 and 3 FPB2. 24 & 26 GN - 2 FPA2 and 2 FPB2. 24 & 26 MP - 19 FPA2. 24 & 26 NdeM - 16 FPA2. 24 & 26 The numbers add-up exactly! 52 FPA2's and 10 FPB2's built by Schenectady, and owned by B&O, L&N, GN, MP and NdeM. Where are the LV "FPA2's" in that list? They aren't there, they have never been included in the total roster of Schenectady-built FPA2's, because they never existed, because the LV never owned any FPA2's. All that evidence together is clear and overwhelming, and supports what LV fans and historians have always known: The LV never owned any FPA's, Instead, they owned two FA2's and two FB2's that had steam generators. |
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| ................... |

|
||||||||||||||||||||||||||||||||||||||||||||
|
||||||||||||||||||||||||||||||||||||||||||||
| ................... |
|
||||||||||||||||||||||||||||||||||||||||||||
|
||||||||||||||||||||||||||||||||||||||||||||
| ................... |
|
||||||||||||||||||||||||||||||||||||||||||||
![]() LV 167 in fresh Tuscan paint - Sayre PA - March 16, 1963 Jack Koehler / Greg Gunshore collection. - used with permission.
|
||||||||||||||||||||||||||||||||||||||||||||
| ................... |

|
||||||||||||||||||||||||||||||||||||||||||||
|
||||||||||||||||||||||||||||||||||||||||||||
| ................... |

|
||||||||||||||||||||||||||||||||||||||||||||
|
||||||||||||||||||||||||||||||||||||||||||||
| ................... |

|
||||||||||||||||||||||||||||||||||||||||||||
|
Built 1959 Rostered 1959 - 1976 ![]() LV 300, Coxton PA, 1975 - Photographer unknown, Greg Robbins collection, used with permission.
|
||||||||||||||||||||||||||||||||||||||||||||
| ................... |

|
||||||||||||||||||||||||||||||||||||||||||||
|
Built 1960 Rostered 1960 - 1976 ![]() LV 304, Sayre PA - Photographer unknown, Greg Robbins collection, used with permission. After the two GP9's
of 1959, the LV placed another order with EMD for
four more units the following year in 1960. However
in that one-year span the GP9 had been replaced by
the GP18 in the EMD catalog, so the LV received four
new EMD GP18's in 1960. These would be the last
high-hood units ordered by the LV, and the only LV
EMD's ordered in the 1960's!
The LV's four GP18's; 302, 303, 304, and 305 arrived new in the "Cornell Red with three black stripes" scheme, but all four were later repainted: 302 and 303 got a second scheme of Tuscan, and went to Conrail in Tuscan. 305 also recieved a second scheme of Tuscan, then a third scheme of "Late Cornell Red with billboard lettering and yellow stripe" And 304 ended up being a unique GP on the LV roster. 304 was originally identical to her other three GP18 sisters, but she was involved in a wreck in late 1971 that damaged her heavily. 304's nose and cab was severely damaged in the wreck, so in June 1972 the LV sent the unit out to Paducah Kentucky to the Illinois Central's Paducah shops, who gave the 304 the full "Paducah Geep" rebuild treatment, with a new low-nose, new cab, and the distinctive Paducah Geep air filter on the roof. 304 returned to the LV unpainted, the LV then painted her at Sayre in the then-current "Late Cornell Red with billboard lettering and yellow stripe" scheme. All four units survived to Conrail, but were retired by Conrail in the early 1980's, and scrapped in 1985.
|
||||||||||||||||||||||||||||||||||||||||||||
| ................... |
|
||||||||||||||||||||||||||||||||||||||||||||
|
||||||||||||||||||||||||||||||||||||||||||||
| ................... |

|
||||||||||||||||||||||||||||||||||||||||||||
|
||||||||||||||||||||||||||||||||||||||||||||
| ................... |

|
||||||||||||||||||||||||||||||||||||||||||||
|
Alco C628
Built 1964 - 1967
Rostered
1965 - 1976![]() Thomas
Boardman
photo. Richard Vienna Collection. used with permission.
The largest diesels ever owned by the LV, the only 6-axle freight units, and the last Alcos ordered by the LV, were the Seventeen Alco C628's. The first seven units came new from Alco in November 1965, one was ordered as a wreck replacement in January 1967, and the remaining nine were second-hand Monon units, returned by the Monon to Alco, who then turned around and sold them to LV in December 1967, repainting them at the Alco plant before delivery. All seventeen units arrived from Alco in the new "Snowbird" black & white scheme, (also called the "White Elephant" scheme), they were the only units in this paintscheme, and thirteen were later repainted to Tuscan or Red, while four (626, 632, 634, 636) made it Conrail still in the Snowbird scheme.14
|
||||||||||||||||||||||||||||||||||||||||||||
| ................... |

|
||||||||||||||||||||||||||||||||||||||||||||
|
EMD GP38AC Built 1971
Rostered 1971 - 1976
![]() Richard W. Jahn
collection, used with permission.
![]() Greg
Robbins collection, used with permission,
photographer unknown.
The LV ordered no
EMD's for a solid decade! The four GP18's were
ordered in 1960, then no other EMD's arrived on the
roster until these four GP38AC's in 1971.
This wasn't because the LV had anything against EMD. EMD's ended up out-numburing Alcos on the LV diesel roster. It was only because the LV ordered twelve new Alco C420's in 1964, then Seventeen Alco C628's between 1965 and 1967. And most of the older locomotives ordered in the 50's were also still operating, so after the Centuries, no other locomotives were needed in the 60's! Alco just happened to get all the orders for new diesels in the 60's. But Alco went out of business in 1969. New Alcos werent an option by the 70's, so the LV turned to EMD again for the latest in modern GP road units. The GP38AC was a fairly uncommon model in the GP family, wedged only for a short time between the GP38 and the GP38-2 in the EMD catalog. The four LV GP38AC's were the first units in the new "Late Cornell Red with billboard lettering and yellow stripe" scheme. The large "billboard" helvetica "LEHIGH VALLEY" lettering on the long-hood first appeared on the Yellowjacket C420's in 1964. However the same style of lettering, but with Red paint, was first seen on the GP38AC's. This scheme would then become the last standard LV paintscheme, with the addition of nose stripes after the GP38AC's, also appearing new on the GP38-2's, the U-boats, and all Sayre repaints of older units from 1971 to 1976. The four GP38AC's all became Conrail units, and as this is written in 2016, all four still exist! 40 years after the LV died, and 45 years after the units were built. In 2016 three have been rebuilt and are operating with Norfolk Southern, and one is now a FURX lease unit. See the LV survivors page for the latest status.
|
||||||||||||||||||||||||||||||||||||||||||||
| ................... |

|
||||||||||||||||||||||||||||||||||||||||||||
|
||||||||||||||||||||||||||||||||||||||||||||
| ................... |

|
||||||||||||||||||||||||||||||||||||||||||||
|
||||||||||||||||||||||||||||||||||||||||||||
| ................... |

|
||
![]() Although the LV would have clearly still failed even if it hadnt been under the PC umbrella, because the LV was one of four Class-1 railroads operating between New York City and Buffalo: LV, Erie, DL&W and New York Central. By the 1960's and 70's, only two of those four ancestral routes were necessary. The DL&W and the LV mainlines across central and western NY didnt survive, only the more active Erie main and the New York Central main survived. The low point for north-east railroads came in the early 1970's, when the ill-fated Penn Central declared bankrupcy, and the LV soon followed. Our beloved LV was included in the plan for Conrail, which was created by the US government in an effort to save the north-east rail network, which it eventually did! The Lehigh Valley's last day of existance was March 31, 1976. The following day, April 1, 1976, the LV ceased to exist and passed into history after 123 years of operation. On April 1, LV lines, locomotives and facilities were absorbed into the new Conrail system. Most LV locomotives became Conrail locomotives, except for the twelve Alco C420's and the twelve GP38-2's, which were transferred to the D&H. I was born in Sayre in 1969. I was around for the last 7 years of the LV's existance, although since I was only 7 years old in 1976, I was too young to even be aware that the LV and the EL, running though my hometowns of Sayre and Waverly, were going away. I became a camera-toting teenage railfan in 1983, at the age of 14, and by then Conrail was well entrenched. Although LV power could still be seen! the D&H was still running former LV C420's and GP38-2's through Waverly every day, and LV ghosts could still be seen running through Waverly and Sayre on Conrail. ![]() Conrail U23B 2780, the former LV 504, passes through Waverly NY in 1984. Scot Lawrence photo. ![]() And that same train, pulled by a single former LV U-boat, had a former LV caboose bringing up the rear! Conrail Caboose 18622, former LV 95102. Waverly NY, 1984. Scot Lawrence photo I believe I
witnessed the last Alco to pass through Sayre! and
fittingly, it was a LV Alco. 1984, eight years after
the end of the LV. D&H trains didnt normally run
through Sayre, although they ran on the former EL
(then Conrail) Southern Tier main every day from
1976 to 1991. (D&H was given traffic rights from
Binghamton to Buffalo when Conrail was created.) So
D&H trains were common through Waverly in the
80's. However, this day a D&H train detoured
through Sayre! due to a derailment or a flood
somewhere. This is very likely the very last time an
Alco passed through Sayre! I can think of no reason
why there would have been once since:
![]() D&H Alco C420 number 407, the former LV 407, passes through Sayre PA in 1984. Scot Lawrence photo. ![]() Her Lehigh Valley heritage showing,
(notice the LV nose stripes!) D&H 7317 passes
through Waverly, NY in 1986.
Scot Lawrence photo. Click here for full-size version. For the
on-going history of LV locomotives since 1976,
please see the Lehigh Valley Railroad Survivors page. |
||
| ................... |
|
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| And the grand total! The Lehigh Valley Railroad owned a total of 2,209 locomotives in its 123 year history. 1,848 Steam locomotives, 1853 to 1951. 323 Diesel locomotives, 1926 to 1976. 33 Gas-Electric locomotives, 1923 to 1953. 5 Electric locomotives, 1922 to 1949. ![]() All-time roster (all
locomotive types) break-down by builder:
(some numbers are rounded) Baldwin - almost 1,000 locomotives. - 48%, nearly half the all-time roster! LV's home shops - almost 500 locomotives total, 210 at Sayre. - 24%, about one quarter of the total roster. Alco - over 300 locomotives. - 16% (less than you probably thought!) EMD - 153 locomotives. - 7% (Diesels overall were only 15% of the total roster) Misc. other builders - about 50 locomotives. - 2% Mason - 48 locomotives. - 2% GE - 20 locomotives. - 1% Notes: Interesting roster observations and trivia: Steam roster break-down by wheel arrangement: 4-6-0 - 530 locomotives. 2-8-0 - 308 2-8-2 - 254 4-4-0 - 182 0-8-0 - 143 0-6-0 - 114 4-6-2 - 112 4-8-0 - 60 2-6-0 - 41 2-10-2 - 40 4-4-2 - 39 4-8-4 - 37 2-6-2 - 10 4-8-2 - 6 0-4-0 - 2 2-10-0 - 2 2-4-4T - 2 2-2-0 - 1 2-2-2 - 1 0-6-6-0 - 1 2-4-0T - 1 0-4-4T - 1 4-2-4T - 1 If you add those up, the number is 1888 locomotives. however that is *not* the total number of LV steam locomotives! ;) the actual number is 1848, forty less..why the discrepancy? it's because 40 locomotives on the roster had more than one wheel arrangement! ;) 40 are counted twice in the list above..but are only counted once in the total number of 1848 locomotives. Diesel roster summary: ![]() Diesel roster breakdown, by year introduced:
Diesel roster breakdown, by number of units:
What single locomotive type or class served the longest on the LV? I would have thought it was the 2-8-0 Consolidations, who served 90 years, but the longest wheel arrangement in continuous use were the 4-6-0 Ten Wheelers, who served with the LV for the entire steam era, 98 years, 1853 to 1951. (although the last had virtually nothing in common with the first, other than wheel arrangement) Most numerous steam wheel arrangement on the LV: 4-6-0 Ten-Wheelers - 529 locomotives. Longest lived Steam locomotive: contender: LV 4-6-0 No. 4, one of the first 8 locomotives on the original LV roster of 1855, is said to have been rebuilt 3 times, renumbured in 1905, (to 2597) and scrapped in 1916! For a total lifespan of 61 years. (of course, being so heavily rebuilt, the locomotive that was scrapped in 1916 probably had very little of the original loco from 1855 remaining on it! ;) but it can arguably still be considered the same locomotive.) Also, LV's inspection engine "Dorothy" lived nearly as long, but not quite. She was built in 1884, and was scrapped during WWII in 1943, 59 years. (although Dorothy would have changed much less over her career than the LV Ten-Wheeler No. 4, who would have been heavily rebuilt and probably unrecognizable 61 years later.) Largest single class of locomotives: The largest single class of identical locomotives on the LV was one hundred and twelve (112) 2-8-0w locomotives built for the LV by Baldwin between 1899 and 1902. Originally 1100 series, at the 1905 renumburing they were given numbers 701 - 812 and all placed into class M-35, the largest locomotive class ever on the LV. M-35 class member LV 706 was the last LV 2-8-0 to operate, operating up to 1950. Most numerous diesel model on the LV: EMD SW8, 27 locomotives on the LV roster. (they are also the largest class of surviving locomotives, Fifteen SW8 survivors in 2012) Longest lived/oldest Diesel locomotive: LV EMC SW1 No. 112, the oldest surviving LV locomotive, built in 1939, is 77 years old in 2016, and is being rebuilt, repainted and restored by Pennsy Railcar! 112 also had the longest service life with the LV of of any diesel, 37 years. Most repeated road number: Many locomotive numbers were repeated over the years, as older locomotives were retired and newer locomotives were given the same number. The most used single number on the LV was locomotive number 610, which was used five times, by four steam locomotives, and an Alco PA. There was some conflicting, and missing/uncertain data concerning Southern Central locomotives. The Connelly excel file2 had question marks in the SCRR data, such as:
But the correct SCRR data has been found! Herb Trice and Richard Palmer worked out the complete SCRR roster, and it can be found in the book "A History of Railroads in Tompkins County" by Hardee Campbell Lee, 20086 Below is the full Southern Central Railroad roster, from that book:
Note
2:
Two of the main sources conflict on the origin of LV 4-6-2 Pacific No. 2088. Source 2 says LV 2025, an Sayre built Pacific from 1917, was rebuilt into 2088 in 8/1926. Source 11 says 2088 was built new by Alco and outshopped (or delivered) on 8/27/1926, which would make it the LV's last Pacific. Note 3: K6b class. Extra2200 south says K6b, but no K6! (how can you have a "sub class" like K6b if you have no K6?) LV roster, source 11, says only class K6. there are also references to Class K-6s, presumably for "streamlined" Class K-6s might not have been an official LV class, it could be a later railfan/historian invention. |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| . |
|
||
Roster references, sources and
footnotes.
1. Transcript
of Record No. 570. Records and briefs of the
United States Supreme Court. Oct 10, 1908. |
||
| ................... |
|
||
| Photo sources and LV
links: Camelback Steam Locomotives Lehigh Valley Railroad Survivors Lehigh Valley's Bronx Terminal. North East Rails. Thanks to everyone who helped put this roster together! Thanks to Gene Connelly and Allan Stanley for the excel roster with the very early locomotive data than got this whole project going. Thanks to Wade F. "Spike" Rendle and his son John Wilkes Rendle for saving, then sharing the LV's own post-1905 steam locomotive roster. Thanks to Joe Fabregas for retreiving LV records from the Sayre shops in the 1970's, saving them from the dumpster and oblivion. Thanks to historians and authors Robert Archer, Mike Bednar, Frank Evans, Richard Jahn, Richard Palmer, R. Craig Rutherford, Richard T. Steinbrenner, Paul Templeton, Herb Trice and Chuck Yungkurth for recording LV history, recording roster data, and writing great LV books. Thanks to the guys who have shared photos for this project: Peter Bellisario, Clint Chamberlin, John Dziobko Jr., Frank Evans, Phillip M. Goldstein, Greg Gunshore, Richard Jahn, Harry Owens, Edward J. Ozog, Richard Palmer, Greg Robbins, Richard Vienna, and Martin Zak. And thanks to all the LV fans and historians out in LV internet forum land, the members of the LV forums on railfan.net, railroad.net, and the LV facebook group. All you guys are awesome! this roster wouldnt exist without you.. thank you. Scot Lawrence
Sayre PA, Waverly NY & Rochester, NY (born Sayre Pa, the descendant of Four LV employees: Both Grandfathers and two Great Grandfathers!) Page started February 2012. Last updated April 20, 2017. sscotsman@yahoo.com Return to Scot's main page. |
||
| ................... |

|
||
|
Dorothy - note that Lilliput was converted to a 4-2-4T "Late Cornell Red with billboard lettering and yellow stripe" scheme oy.2 |
||
| ................... |